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/ 

THE 



PENNSYLVANIA 

RAILROAD: 

ITS ORIGIN, CONSTRUCTION, CONDITION, AND CONNECTIONS. 



EMBRACING 

HISTORICAL, DESCRIPTIVE, AND STATISTICAL NOTICES OF CITIES, TOWNS, VILLAGES, 

STATIONS, INDUSTRIES, AND OBJECTS OF INTEREST ON ITS VARIOUS 

LINES IN PENNSYLVANIA AND NEW JERSEY. 



BY WILLIAM B.^SIPES. 



ILLUSTRATED WITH 



Drawings BY Thomas Moran, James Hamilton, F. B. Schell. F. O. C. Darley, 

J. D. Woodward. G. Ferkins, IV. H. Gibson, and others. 

Engraved by James W. Lauderbach. 






PUBLISHED BY 

THE PASSENGER DEPARTMENT. 

PHILADELPHIA. 

1875. 



Electrotyped by 

MACKELLAR, SMITHS & JORDAN, 

Philadelphia. 



Printed by 

ALLEN, LANE & SCOTT, 

Philadelphia. 



^ 



Slo^ 



INTRODUCTORY. 



The design of this book is indicated by its title. Accuracy lias 
been tlie principal end in view in its preparation, and its execution has 
necessarily required condensation rather than elaboration. All available 
sources of information on the subjects treated — printed, written, and 
oral — have been freely drawn upon, and these have been supplemented, 
when necessary, by personal observation and investigation. The 
statistical data given has generally been taken from the United States 
census of 1S70 — the few exceptions to this rule being stated in 
the text. 

In the arrangement of the book, the stations on the main line 
are given continuously, with distances, on the New Jersey Division, 
from New York to Philadelphia, and on the Pennsylvania Division, 
from Philadelphia to Pittsburg. The branch roads are taken up as 
they are reached from the east, and distances given on them from 
the point of connection with the main line. The Philadelphia and 
Erie Railroad is described from its initial point at Sunbury. 

Perfection is not claimed for the work. Its character renders even 
a close approximation to this desired end impossible, for the subject 
upon which it treats changes, in essentials or details, almost dally. A 
book of this kind can be ended — not completed. 



Entered, according to Act of Congress, in the year 1875, by 

D. M. BOYD, Jr., General Passenger Agent, 

In the Office of the Librarian of Congress, at Washington, D. C, 






■f »« 




- / 



THE PENNSYLVANIA RAILROAD. 



The problem of transportation is one that 
has taxed the ingenuity and resources of 
mankind from the earliest recorded history- 
down to the present time. As man pro- 
gressed in civilization, the interchange of 
commodities and products between different 
countries, and consequent intercommunica- 
tion, became necessities which had to be met. 
Water afforded the earliest available course, 
and wind the power, which carried the wealth 
of the Orient and the Ind to the centres of in- 
dustry in Western Asia and Eastern Europe. 
The "ships of the desert," in long cara- 
vans, wended their way over the arid sands, 
freighted with the purple and fine linen, the 
gems and spices, which refinement craved 
and avarice supplied, through dangers and 
sufferings that modern mankind can hardly 
realize. During these early periods roads 
were almost unknown, the tracks for trade 
being those of nature alone; and it was left 
for military chieftains of a later time — the 
Greeks, the Romans, the Carthaginians — 
to prepare ways for the movement of their 
legions and their supplies, which were the 
first steps in improvements that the nine- 
teenth century has perfected. 

Experience demonstrated, at an early day, 
the utility of providing a hard, smooth sur- 
face upon which to move heavy bodies; and 
it is believed that the stones used in build- 
ing the pyramids of Egypt were brought 
from the quarries on causeways constructed 
of stone, over which rollers were made to 
pass by human power, carrying the blocks 
of many tons weight. This is the germ of 
the railroad, and from it has grown the 
system now in operation. The same idea 
was subsequently applied in many places 
throughout Europe, and more than two 
hundred years ago continuous tracks of 
marble were laid in Milan, Italy, and 
other cities. But these were in no sense 
railroads, as the term is understood in the 
present day. They were simply improve- 
ments on the Appian Way of the Romans, 
which was paved with stone blocks fitted 



closely together, and was so well built that 
portions of it are still in place, after a lapse 
of more than nineteen centuries. 

While these improvements in roadways 
were being slowly made, the ingenuity of 
mankind was turned principally to the de- 
velopment of natural water communications 
and the construction of canals. The dis- 
coveries made by the Spaniards and Portu- 
guese in the fifteenth century, and the 
consequent great impetus given to ocean 
traffic, demonstrated the necessity of provid- 
ing cheaper and easier means of transporta- 
tion on land. This the people of Western 
Europe sought to establish by canals, as the 
Egyptians and Chinese had done ages before. 
Some of the plans devised for rendering 
canals practicable everywhere were certainly 
ingenious, if not successful ; and among the 
most prolific in designs of this kind was 
Robert Fulton, whose name is inseparably 
connected with the introduction of steam 
navigation. A native of Pennsylvania, he 
spent some years in England, where he 
published a large work, profusely illus- 
trated with drawings, showing his designs 
for boats, bridges, aqueducts, elevators, etc. 
After his return to the United States, he 
continued to urge this subject on public 
attention, and a sentence of his, contained 
in a letter addressed to a governor of Penn- 
sylvania, that "the time will come when 
canals shall pass through every vale, wind 
round every hill, and bind the whole country 
in one bond of social intercourse," was often 
quoted by the early advocates of internal 
improvements. 

The first introduction of anything like the 
present railroad, and from which the latter 
was ultimately developed, was at the coal 
mines in England, some time between the 
years 1602 and 1649. These consisted of 
wooden tracks, on which the coal wagons 
were drawn by horses. The first road of this 
kind was built at Newcastle-on-the-Tyne, 
and seems to have been the invention of a 
man named Beaumont. From there they 



THE PENNSYLVANIA RAILROAD. 



gradually spread through the mining districts 
of England, Scotland, and Wales, and im- 
provements in their construction were, from 
time to time, made. Originally the roads 
were constructed entirely of wood. These 
were improved by having a plating or mould- 
ing of cast iron placed upon them in the 
first half of the eighteenth century ; and, 
according to Mr. George Stephenson, the 
celebrated engineer, the first rails wholly 
made of iron were cast in 1766. When the 
cast-iron plate rails were first made, they ap- 
pear to have been similar to those used on 
our street railways — the flange being cast on 
the rail; but on the introduction of iron 
wheels, in 1754, the flange was cast on the 
wheel, and was found to be an improve- 
ment. 

It would be tedious to follow, in detail, the 
progress made by these primitive railroads. 
They were designed merely for the trans- 
portation of coal and other minerals, and for 
the first three-quarters of a century of their 
existence no one dreamed of applying them 
to the purposes of general traffic. They did 
improve, however, and among the improve- 
ments was the pattern of the rails, which 
was changed to something similar to the 
old T rail, once so common on all our roads, 
but still made of cast iron, and in sections of 
about five feet in length. 

The commencement of the nineteenth 
century was marked by the practical results 
which had been achieved in the application 
of steam-power, and by the fact that efforts 
were being made to use this power on road- 
ways. The steam-engine was of slow de- 
velopment. For a century and a half it had 
been experimented upon: by the IMarquis 
of Worcester, to elevate water at A'auxhall, 
in 1656: by Pepin, a Frenchman, (who ap- 
pears to be the inventor of the principle of 
the safety-valve,) in 1680: by Newcomen 
and Cawley, who completed an engine in 
1 710: by Savary, a Cornish miner, who con- 
structed one to pumj) water from a mine in 
1718: and by James Watt, who, about 1770, 
succeeded in bringing it to something like 
perfection. This new power had been util- 
ized on land and water. It had been made 
to assist the miners, to drive machinery, and 
to propel boats.* Why should it not, then, 

* The question. Who is entitled to the credit of applying 
steam to the purposes of navigation? is one that h.as given 
rise to much discussion ; and it is only recently that a satis- 
factory conclusion has been reached. The records of the 
province of Catalonia, in Spain, prove that in 1343, Blasco de 
Garay. an officer in the service of the Emperor Charles V., 
made an experiment at Barcelona with a vessel which he forced 



be used as a motive power on land? This 
question was asked by more than one active 
mind in England, and a number of ma- 
chines were constructed to run by steam- 
power on common roads. These were 
exhibited, found impracticable, and aban- 
doned, — the roads were too rough for the 
machinery. 

In 1804, Richard Trevithick, a foreman at 
a tin mine in Cornwall, undertook to con- 
struct a locomotive to run upon a railroad. 
The same year he completed it, and it was 
tried on the Merthyr-Tydvil Railroad, in 
Wales. It drew after it, on its trial-trip, 
several wagons laden with ten tons of bar 
iron, at the rate of five miles an hour. A 
writer, in describing it, says that, "Lightly 
loaded, it did very well upon a level surface 
or moderate grade, but more severely tasked, 
the wheels would slip round without advan- 
cing." This machine was imperfectly con- 
structed and did not last long, but it demon- 
strated the fact that locomotives could be 
made practicable. 

Following this successful experiment came 
many others, intended to overcome the 
defects of Trevithick's locomotive, and im- 
prove upon its construction. None of these 
possessed sufficient merit to achieve success, 
and most of them were more remarkable for 
their peculiarities than their excellencies. 
It is somewhat surprising that many of these 
experimental locomotives were constructed 

through the water by means of steam generated in a large kettle. 
While his experiment was successful, it did not become practi- 
cable, and was soon forgotten. Numerous other experiments 
followed in different parts of Europe durint: the succeeding two 
hundred years, but none of them amounted to anything: and it 
was not until after the independence of the United States that 
the subject assumed practical shape and was started on a career 
of success. In 1775, John Fitch, a citizen of Bucks county, 
Pennsylvania, — a watch and clockmaker by trade, and an 
erratic genius, who had been a manufacturer of arms and a 
sutler during the Revolutionary war, and after it a land sur- 
veyor in Kentucky and Ohio, — commenced experimenting on 
the subject. He appears to have had no knowledge of even the 
existence of such a ihingas a steam-engine, and he made every- 
thing he needed as his experiments progressed. Working thus, 
by the power of his inventive genius combating prejudices 
which met him on every hand and overcoming difficulties 
which seemed almost insurmountable, he actually completed, 
in all its details, a steamboat which, in 17S7, navigated the 
Delaware river successfully. This fact is sustained by incon- 
trovertible testimony, David Rittenhouse, the astronomer, cer- 
tifying, in December of that year, that he had frequently seen 
Mr. Fitch's boat, and had been on board when it was " worked 
against wind and tide with considerable velocity, by the force 
of steam only." Fitch continued his experiments for the pur- 
pose of improving his machinery and increasing the speed of 
his boat, and in 179a advertised to carry passengers regularly 
to and from Burlington, Bristol, Bordentown, and Trenton, on 
the Delaware. His boat at that time ran, on an average, seven 
and a half miles per hour; and during the summer of that 
year she ran upon the waters around Philadelphia not less than 
three thousand miles. But accidents and misfortunes inter- 
fered with his plans ; money could not be raised to build new 
boats, and, disheartened and impoverished, Fitch became a 
wanderer over the world, and finally committed suicide in Ken- 
tucky, where his remains rest in an unmarked and al.most un- 
known grave. 



EARLY ENGLISH RAILROADS. 



to overcome a difficulty which was only 
imaginary. From the beginning of the ex- 
periment of using steam upon railroads, the 
idea had fixed itself in the minds of all en- 
gaged in it that a smooth wheel on a smooth 
rail would have no traction ; — that, in fact, 
the wheel, when steam was applied, would 
spin round on the rail without advancing. 
To overcome this imagined difficulty, various 
devices were made, some of them being 
almost ludicrous in appearance. Accident 
at last demonstrated that the fancied draw- 
back did not exist, — that a smooth-surfaced 
wheel on a smooth rail had traction, and 
that all required was weight on the driving- 
wheels to cause them to haul, at any desired 
rate, almost any given load. 

It was in 1813 that the man who, more than 
any other, may claim the honor of being the 
father of the modern railroad system, com- 
menced the construction of a locomotive. 
That man was George Stephenson, the Eng- 
lish engineer.* Born and reared in the 
mines of England, where railroads and en- 
gines were first used, — acquiring with diffi- 
culty the simple rudiments of an education 
while working for his daily bread, he yet, at 
the age of twenty-six years, by the force of 
his indomitable energy and wonderful me- 
chanical ingenuity, if not genius, stepped to 
the first place among the practical engineers 
of his country, and succeeded in placing 
upon the railroads of England locomotives 
which performed more than the most san- 
guine had hoped for, and established a new 
era in the world's progress. Mr. Stephenson, 
after more than a year of labor, completed 
his first locomotive in 1814. It worked, but 
not well enough; and, with the experience 
gained, he built others, — the last always being 
better than those which had preceded it, — 
until he constructed the "Rocket," which 
took the premium of five hundred pounds 
sterling offered by the Liverpool and Man- 
chester Railroad Company for the best 



♦Previous to Stephenson's success, others in Engl.ind had, 
theoretic-lily at least, devoted much attention to the subject 
of railroads to be operated by steam. Dr. James Anderson, 
in a work entitled " Recreations in -Agriculture," published in 
1800. suggested the construction of railroads by the side of the 
turnpikes, and was so minute in his details as to how they 
should be made, that his description might almost pass for 
that of a modern railroad. About 1820, I'homas Gray com- 
menced advocating the introduction of a general railroad sys- 
tem, similar to that now in use, and persevered in its advocacy 
until he was pronounced insane. He died in abject poverty 
before his countrymen caught up with his ideas; and an effort 
subsequently made to erect a monument to bis memory, as a 
token of national gratitude, failed for want of support. Stephen- 
son himself was at first declared crazy by writers in the 
"Quarterly Review," but he fortunately lived long enough to 
demonstrate the " method in his madness." 



locomotive tested, under prescribed con- 
ditions, on their road, in October, 1829. 

Up to 1825 the railroads constructed had 
been exclusively used for the transportation 
of coal and other heavy products, and were 
confined to private use only ; but about this 
time it was proposed to build them for pur- 
poses of general traffic and travel, and it was 
for this that the Liverpool and Manchester 
was constructed, being the first of the kind 
in the world. This road was not completed 
until 1829; but the experiment of transport- 
ing passengers and merchandise on a railroad 
by locomotives had been practically tested on 
the Stockton and Burlington road, of which 
Mr. Stephenson was chief engineer, in 1825. 
This was a coal road, but running as it did 
between the towns of Darlington and Stock- 
ton, a distance of twelve miles, it afforded 
an opportunity to test the experiment. 
Travel over it soon became popular and 
profitable to the company. A year later 
locomotives were successfully placed by Mr. 
Seguin, a French engineer, on a railroad run- 
ning from Roanne (via St. Etienne) to Lyons. 
Little is known of this early French experi- 
ment, but Mr. Seguin made several important 
improvements to the locomotives then in 
use. 

In construction, the Liverpool and Man- 
chester Railroad was superior to any pre- 
viously built. It had been made of the best 
known materials and in the most substantial 
manner, at a cost of about one hundred 
thousand dollars per mile, and it therefore 
afforded every advantage for running heavy 
engines at a high rate of speed. At the 
trial, when the superiority of Mr. Stephen- 
son's locomotive was demonstrated, he ran 
at the rate of near thirty miles per hour 
with perfect safety, and almost an equal rate 
was maintained upon this road from the time 
it was opened to travel. Such a result could 
not fail to startle a plodding world, and 
among the first people to realize and adopt 
the advantages of the new means of trans- 
portation were those of the United States. 

Immediately after the termination of the 
Revolutionary war, the people of the United 
States had turned their attention to the sub- 
ject of creating facilities for transportation. 
Gradually but steadily the tide of emigration 
had pushed its way westward from the 
Atlantic seaboard, until the valley of the 
Ohio and its tributaries gave promise of the 
immense population they were destined to 
hold, and it became essential that outlets 



THE PENNSYLVANIA RAILROAD. 



for their surplus products, as well as chan- 
nels by which their wants could be supplied, 
should be provided. The great channel of 
trade in subsequent years — the Mississippi 
river and its tributaries — was virtually closed 
to Americans, because a large portion of it 
was held by a different nation, not then on 
very amicable terms with our Government. 
The opening of means of communication 
between the East and the West, therefore, 
became a subject which interested not only 
individuals, but State and National govern- 
ments. As early as 1791 a "Society for 
promoting the improvement of roads and 
inland navigation" existed in Pennsylvania, 
and devoted much attention to the explora- 
tion of the various routes considered most 
feasible for connecting the Delaware with the 
waters of the Ohio and the lakes. From time 
to time examinations of the courses of the 
Schuylkill, the Delaware, the Susquehanna, 
the Juniata, and their tributaries, were made, 
under authority granted by the general 
a.ssembly of Pennsylvania, and reports sub- 
mitted. Similar ex])lorations were made by 
the States of New York, Maryland, Virginia, 
and the Carolinas. All these investigations 
had in view the construction of water com- 
munications, by slack-water and canal, — the 
waters of the East and West to be connected 
by means of roads over the Allegheny moun- 
tains. As steam-power had not then been 
applied to locomotive purposes, these con- 
necting roads were intended to be merely 
turnpikes, and the desideratum to be reached 
was to find the shortest possible portage 
dividing the streams that could be utilized. 
Pennsylvania was the first State to com- 
mence these improvements. Albert Gallatin, 
then Secretary of the Treasury, in a report 
to the Senate of the United States, in 1807, 
says that "the Lancaster road, the first ex- 
tensive turnpike that was completed in the 
United States, is the first link of the great 
western communication from Philadelphia. 
* * * The State of Pennsylvania has 
also incorporated two companies, in order 
to extend the road by two different routes as 
far as Pittsburg, on the Ohio. * * * * 
The southern route, following the main post- 
road, passes by Bedford and Somerset. The 
northern route passes by Huntingdon and 
Frankstown." Both these roads were subse- 
quently completed. Mr. Gallatin, in the 
same report, says that the State of New York 
had then a capital of one million eight hun- 
dred thousand dollars invested in completed 



turnpikes, and the construction of three 
thousand miles more was authorized in that 
Commonwealth. He also refers, in detail, 
to the explorations of water-course routes 
already noted, and recommends the General 
Government to undertake the construction 
of four such routes between the East and 
West, estimating the aggregate expense at 
four millions eight hundred thousand dollars. 

The United States Government never em- 
barked in public improvements to any con- 
siderable extent, and what was done had to 
be done by individual and State enterprise. 
New York led the way by the construction 
of the great Erie canal, and was closely fol- 
lowed by Pennsylvania with her general 
system of internal improvements. In fact, 
the last-named State is fairly entitled to 
precedence in the commencement of her 
canals, as the Union canal, connecting the 
Schuylkill with the Susquehanna, was incor- 
porated in 1 791, and completed in 1827. 
This was intended as a part of a system to 
run to the lakes, but the design was aban- 
doned. 

About this period, when the American 
people were displaying such wonderful 
energy in opening up their extended coun- 
try, came the intelligence of the success of 
steam-power on the railroads of England, 
and the inauguration of a new system of 
transportation between the cities of Liver- 
pool and Manchester. Previous to this, rail- 
roads similar to those in operation in the 
mining districts of Great Britain had been 
built here.* One of these was four miles 
in length, and ran from a granite quarry to 
the port of Neponset, in Ma.ssachusetts, and 
was called the Quincy Railroad. It was 
completed in 1827. The same year a more 
extensive one was completed at Mauch 
Chunk, Pennsylvania, connecting a coal 
mine with the Lehigh river. It was, with its 
branches and sidings, thirteen miles long, 
and was operated by inclined planes and 
gravity. During 1828, several railroads were 
commenced. Among them was that of the 
Delaware and Hudson Canal Company, at 



* In September, 1809, the first experimental railroad track 
built in the United States was laid out by John Thomson, 
Esq., civil engineer, of Delaware county. Pa., and constructed 
under his direction by SomerviUe, a Scotch millwright, for 
Thomas Leiper, of Philadelphia. It was sixty yards in length, 
and graded an inch and a half to the yard. I'he gauge was 
four feet, the sleepers eight feet apart. The experiment with 
a loaded car was so successful that Leiper had the first practical 
railroad built in the United States constructed for the trans- 
portation of stone from his quarries on Crum creek to his landing 
on Ridley creek, Delaware county, Pennsylvania, a distance of 
about one mile. It continued in use for nineteen years. 



EARLY AMERICAN RAILROADS. 



Honesdale, in Pennsylvania, to connect their 
mines witli the canal, which road became 
famous as the first in America on which a 
locomotive was run. This locomotive was 
named the "Stourbridge Lion," and was 
tried on the road on the 8th of .\ugust, 1829. 
It was found to be too heavy for the road- 
way, was housed up, and finally taken to 
pieces and destroyed. 

The most important railroad projects of 
the year 1828 were the Baltimore and Ohio 
and the Charleston and Hamburg. The first 
of these was originated in Baltimore, the de- 
sign being to build a road through to the 
Ohio river, and it was, for that age, a truly 
herculean scheme. The second had its origin 
in Charleston. It was intended to develop 
the resources of the State of South Carolina, 
and particularly to facilitate the transporta- 
tion of cotton to the seaboard for shipment. 
The first stone of the Baltimore and Ohio was 
laid on the 4th of July, 1828, by Charles Car- 
roll, of CarroUton, the last survivor of the 
signers of the Declaration of Independence. 
In the construction of the first twelve miles 
of this road, "every mode hitherto suggested 
by science or experience was tested, and thus 
the work may be regarded as having solved 
most of the problems which presented them- 
selves in this early period of railroad build- 
ing in the United States. The granite sill 
and iron rail; the wood and iron on stone 
blocks; the wood and iron on wooden sleep- 
ers, supported by broken stone; the same 
supported by longitudinal ground-sills in 
place of broken stone ; the log-rail, formed 
of trunks of trees, worked to a surface on 
one side to receive the iron, and supported 
by wooden sleepers; and the wrought-iron 
rails of the English mode, had all been laid 
down, and, as early as 1832, formed different 
portions of the road."* The original de- 
signers of the road were not determined in 
their opinion to operate it by locomotives 
when they commenced the work, and the 
first portion completed was operated by 
horse-power. Many experiments were made 
with motive power — among tliem cars pro- 
pelled by sails — but finally locomotives were 
adopted, and the first regularly run upon it 
were built by Mr. Phineas Davis, at York, 
Pennsylvania, in 1831. 

The Charleston and Hamburg Railroad, 
one hundred and thirty-six miles in length, 
was intended, from its commencement, to 

* Brown's " History of the Fir5t Locomotives in .America." 



be operated by locomotive power, and was 
constructed to meet that requirement. Upon 
it the first locomotives built in the United 
States were run. These locomotives were 
built at the West Point Company's foundry, 
at Cold Spring, New York ; were named the 
"Best Friend" and the "West Point," and 
were put upon the road towards the end of 
the year 1830. 

America having embarked in the construc- 
tion of railroads, — for while those named 
were under way, others in various parts of the 
country were projected and commenced, — 
the ingenuity and inventive skill of her 
citizens soon rendered her independent of 
England for all the machinery and appli- 
ances necessary to their success. Curves 
were run without danger here which in 
Europe would have been considered utterly 
impracticable; and gradients were overcome 
which there were deemed insurmountable. 
Experience soon enabled our railroad men to 
demonstrate what was practicable, and hence 
the introduction of wooden cross-ties fol- 
lowed soon after the construction of the 
earliest roads — the question having been de- 
batable among English engineers whether 
they were equal to the stone sleepers or 
not. 

The first railroads constructed here were 
modeled after the roads of England ; and the 
earliest locomotives used being of English 
manufacture,^caused the gauge of our roads 
to be copied from those of the mother coun- 
try. In this way the gauge of four feet eight 
and a half inches was introduced. This 
peculiar measurement originated from the 
fact that the early English roads were built 
to suit the wagons in use at the time, and 
these were of the width specified. Loco- 
motives having been constructed to suit the 
railroad tracks, were, of course, made of 
the same gauge, and thus it was established. 
The introduction of this peculiar gauge 
was undoubtedly an evil, because it led to 
the establishment of independent gauges in 
different States, and to the consequent con- 
fusion and injury of the American railroad 
system.* 

Reference has already been made to some 



* The first roads built in the Eastern States conformed to the 
English gauge of four feet eight and a half inches. New 
Jersey and Ohio est.ablished a gauge of four feet ten inches; 
five feet was fixed as the gauge of ttie South Carolina Railroad, 
i)y Horatio Allen, civil engineer — was adopted by its connecting 
roads, and llius extended generally throughout the South. Five 
and a half feet was established for Missouri and Canada roads; 
and six feet as that of the New York and Erie, and the Atlantic 
and Great Western. 



THE PENNSYLVANIA RAILROAD. 



of the movements of Pennsylvania, both as 
a colony and a State, toward the establish- 
ment and improvement of channels of in- 
tercommunication. It now becomes neces- 
sary to dwell more particularly upon these 
efforts, and to point out, step by step, the 
progress made from the incipiency of her 
canals and railroads to the present time, 
when she has achieved a prominence in these 
respects equal to any other State in the 
Union. Her geographical position ren- 
dered it indispensable that the natural 
barriers within her borders should be over- 
come, so that the important sea-ports north 
of the Chesapeake bay could be made ac- 
cessible to the vast and growing West; and, 
at an expenditure of labor, skill, and capital 
almost incalculable, these barriers were ulti- 
mately conquered. 'J'he tedious journey be- 
tween Philadelphia and Pittsburg — a journey 
which, a third of a century ago, occupied 
an entire week in its performance — has been 
reduced to a pleasant excursion of a few 
hours, and the lumbering mail-coach super- 
seded by improvements which enable the 
present generation to travel with the speed 
of the w'ind and communicate with the 
velocity of the lightnings. 

One of the first railroad projects inaugu- 
rated in America was in Pennsylvania; and 
although it was not at the time consummated, 
yet its agitation helped to prepare the public 
mind for the reception of the new means of 
transportation and travel, and paved the way 
for ultimate success. The legislature of that 
State, on the 31st of March, 1823, passed an 
act incorporating a company to construct a 
railroad from Philadelphia to Columbia, on 
the Susquehanna river, in Lancaster county, 
a distance of about eighty miles. This act 
recites that, whereas John Stevens had 
memorialized the legislature for authority 
to build such a road, and stated that he had 
made many discoveries and improvements 
in the manner of constructing railroads, 
therefore the privilege was granted to him. 
Among the corporators named in the act 
were Horace Binney and Stephen Girard, of 
Philadelphia, — the former of whom is still 
living at the time this is written. John Stevens 
was, however, to be the master-spirit of the 
enterprise. The road was to be built under 
his supervision and according to his plans. 
All transportation over it was to be uncler his 
superintendence orthat of his legal represent- 
atives, and he was authorized to charge tolls 
on all freight carried over it at a rate not to 



exceed seven cents per ton per mile on that 
passing w^estward, and three and a half cents 
per ton per mile on all moved eastward. 
The road was "not to rise above an angle 
of ten degrees with the plane of the hori- 
zon," was to cross all roads by means of 
causeways, and the capital stock was fixed at 
six thousand shares at one hundred dollars 
each. The charter was to continue in force 
for ten years, and to be forfeited if the road, 
after construction, was permitted to become 
impassable for two years. It does not appear 
that any serious effort was made to build the 
road under the authority thus obtained ; and 
it is altogether probable that the scheme was 
John Stevens' own, and that he, like John 
Fitch, was in advance of the age in which he 
lived.* 

At that time the people had but little, if 
any, faith in the practicability of steam-rail- 
ways. Water communication, by means of 
canals, was still the favorite theory of all 
who desired anything better than turnpikes, 
and in 1824 the legislature of Pennsylvania 
authorized the appointment of three com- 
missioners to explore a route from Philadel- 
phia to Pittsburg for such an improvement. 
This exploration was made, and the report 
appears to have been favorable to the con- 
struction of a combined slack-water and 
canal line; connected, of course, over the 
Allegheny mountains by a road of some kind. 
So well convinced was the legislature of the 
practicability and utility of such a channel 
of communication, that in the following 
year, on the nth of April, a law was en- 
acted establishing a regular board of canal 
commissioners. 

In 1826 Pennsylvania fairly embarked in 
the work of constructing her public improve- 
ments. An act was passed that year [provid- 
ing for the commencement of a canal, to be 
styled "The Pennsylvania canal," and to 
be constructed at the expense of the State. 
It was to be built from the river Swatara, at 
or near Middletown, where the Union canal 
commenced, to the mouth of the Juniata, 
and from Pittsburg to the mouth of the Kis- 
kiminetas, on the Allegheny river. On the 
4th of July of that year ground was broken 
for the work near Harrisburg. The design 
appears to have been to make both the 



* Col. John Stevens was a citizen of Hoboken. N. J. In i8ir 
he presented a memorial to the legislature to authorize a railroad 
in New Jersey; and, in 1S15, .1 law was passed incorporating 
" The New Jersey Railroad Company," authorizing a road from 
Trenton to New Brunswick. It was not built. In 1820 Colonel 
Stevens built a short road, at Hoboken, as an experiment. 



PUBLIC IMPROVEMENTS IN PENNSYLVANIA. 



Juniata and Kiskiminetas rivers navigable 
by slack-water, and to use the Union canal as 
the eastern end of the line, connecting it 
with Philadelphia. Three hundred thousand 
dollars were appropriated to enable the canal 
commissioners to commence the work. The 
same year an act to incorporate the " Colum- 
bia, Lancaster and Philadelphia Railroad 
Company" was passed, with a capital of six 
hundred and fifty thousand dollars. This 
act covered the same ground, and repealed 



the John Stevens charter of 182- 



Like 



its forerunner, it proved a dead-letter, but 
it showed that the idea of a railroad to 
connect the Susquehanna and the Delaware 
still lived. During the same session of the 
legislature five railroad companies were in- 
corporated, but none of them were of any 
particular importance. 

Pennsylvania having thus inaugurated a 
system of public improvements, persevered in 
their construction and enlargement with 
commendable energy. Satisfied that private 
enterprise, at that time, was unequal to the 
task of building a railroad between Philadel- 
phia and Columbia, and knowing that any- 
thing like a direct water communication to 
connect those points was impracticable, the 
legislature, in 1827, authorized the canal 
commissioners to make examinations for 
such a road through the counties of Chester 
and Lancaster to connect with the canal. 
They were also to extend their examinations, 
for the same purpose, from Wrightsville, in 
York county, and from Harrisburg, through 
the Cumberland valley, to Chambersburg. 
The following year (1828) these commis- 
sioners were directed to locate and put under 
contract a railroad from Philadelphia (via 
Lancaster) to Columbia, and complete the 
same within two years, if practicable. They 
were also, by the same act, required to ex- 
amine a route for a railroad from Hunting- 
don to Johnstown, over the Allegheny moun- 
tains. The sum of two millions of dollars 
was appropriated for these ]nirposes, and to 
continue work upon the canals already com- 
menced. 

This was the actual commencement of the 
Columbia and the Portage Railroads, — works 
which, at that early date, were of great mag- 
nitude, and one of which (the Portage) has 
never, for peculiarities of construction ren- 
dered nece.ssary by the great barrier to be 
overcome, been surpassed in the world. 
The main line of canal, extending from Co- 
lumbia to Hollidaysburg, at the eastern base 



of the Allegheny mountains, and from Pitts- 
burg to Johnstown, at the western base, was 
at the same time being pushed to completion 
as rapidly as possible. The State was stim- 
ulated in this work by the fact that New York 
had, in 1826, completed the Erie canal, 
connecting the lakes with her metropolis, 
and the knowledge that that improvement 
alone was carrying annually nearly seventy 
millions of dollars worth of the products 
of the West to the seaboard. This line 
of canal had deprived Philadelphia of 
her commercial supremacy, while it had 
stimulated the growth of her rival to a re- 
markable degree. Self-preservation required 
prompt and liberal action on the part of 
Pennsylvania, and the requirement was met 
by an annual expenditure for her public 
works of about two millions of dollars, run- 
ning through a period of many years. This 
expenditure taxed her resources to the ut- 
most, and various means were resorted to 
for the purpose of raising revenue. Among 
these devices may be mentioned an arrange- 
ment by which, in 1830, the charter of the 
Bank of Pennsylvania was extended for the 
period of eighteen years, on condition that 
it loan the State four millions of dollars at 
five and a half per cent, per annum interest, 
which sum was to be appropriated toward 
completing the canals and railroads. 

While the State was thus pushing forward 
the main line, individuals were likewise en- 
gaged in constructing railroads within her 
borders. In 1831 a number of companies 
were incorporated; and in 1832, among 
others, the construction of the Harrisburg 
and Portsmouth, the Strasburg, and the Phil- 
adelphia and Trenton Railroads were author- 
ized, two of which are now controlled by 
the Pennsylvania Railroad Company. Dur- 
ing this year portions of the Columbia Rail- 
road were completed and cars commenced 
running upon it. 

In 1833 the canal commissioners were di- 
rected by law to complete the Columbia Rail- 
road with a double track and the Portage 
with a single track, and to finish the main 
line of canal. This was promptly done, and 
in 1834 the entire line between Pittsburg 
and Philadelphia was opened to trade and 
travel. The line as finished consisted of 
the Columbia Railroad, eighty-two miles in 
length, running from Philadelphia to Colum- 
bia, on the Susquehanna river; the eastern 
division of the canal, one hundred and 
seventy-two miles in length, extending from 



THE PENNSYLVANIA RAILROAD. 



Columbia to Hollidaysburg; the Portage 
Railroad, from Hollidaysburg to Johnstown, 
a distance of thirty-six miles ; and the western 
division of the canal, from Johnstown to 
Pittsburg, one hundred and four miles in 
length, — making an aggregate length of three 
hundred and ninety-four miles. Being thus 
broken, and consequently requiring the re- 
shipment of freight consigned through, it 
was both difficult and expensive to operate, 
and never proved remunerative to the State. 
It was, however, of great benefit to the 
country through which it passed, and con- 
tributed vastly toward the development of 
its resources. 

The Columbia Railroad being one of the 
first built in the United States, contained 
most of the defects of our primitive roads. 
It was very crooked — some of the curves 
being of but six hundred and thirty-one 
feet radius. Its gradients, owing to the com- 
paratively level country over which it was 
built and the care of the engineers who lo- 
cated it, were not heavy, — in no place ex- 
ceeding forty-five feet per mile, and that 
for a very short distance,- — while the uniform 
grade was kept at thirty feet. An inclined 
plane was at each terminus — that at Philadel- 
phia being two thousand eight hundred and 
five feet in length and one hundred and 
eighty-seven feet rise, while that at Colum- 
bia was eighteen hundred feet in length and 
ninety feet rise. These were at a subsequent 
period avoided without materially increasing 
the average gradient of the road. The track 
was of varied construction, consisting in 
part of granite or wooden sills, on which 
were secured flat rails; of edge rails on 
stone blocks and stone sills, and of edge 
rails on stone blocks and locust sills. These 
gradually gave place to modern improve- 
ments, and many of the sharper curves were 
straightened. 

The road having been constructed to be 
operated by horse-power, the track and turn- 
outs were adapted for that purpose. For 
several years these horse-cars were regularly 
run between Columbia and Philadelphia. 
They were built something like the old 
stage-coach, but larger, — the entrance-door 
being at the side, and the driver occupying 
an elevated seat in front. The time of these 
cars over the road — a distance of eighty-two 
miles — was about nine hours, the horses being 
changed every twelve miles. 

The first locomotive put on the road was 
built in England and named the "Black 



Hawk," after the celebrated Indian chief. 
As the eastern end of the road was not then 
completed, this engine was hauled over the 
turnpike to Lancaster, where her trips were 
to commence, and she was to be used between 
that city and Columbia. The day for her 
trial-trip was a beautiful one, and thousands 
of people had gathered from the surrounding 
country to witness the novel performance. 
Governor Wolf and the State officials were 
all in Lancaster to participate, and the ex- 
citement ran high. Men were stationed 
along the track to keep the too-venturesome 
boys out of danger, and among these guard- 
ians was an Irishman, who made himself 
particularly officious. Armed with a club, 
he paraded along the road, shouting to the 
eager urchins, " Get out of the track ! When 
she starts she'll go like a bird, and ye' 11 all 
be kilt." The important moment came, — 
the engineer pulled the lever, but the loco- 
motive would not go. At length, by push- 
ing, the train was got under way ; but the 
wonderful machine did not "go like a bird." 
She proved a failure, in fact, and her history 
is lost in oblivion. 

Soon after, three smaller engines were 
imported and put on the road. These did 
better than their predecessor, and about 1836 
locomotives were regularly put to work, to 
the exclusion of horse-power.* From this 
time on the State furnished the motive 
power, while all cars used for the transpor- 
tation of passengers and freight were the 
property of individuals. A regular rate of 
toll was charged for the use of the road and 
for motive power. 

The Portage roadf over the Allegheny 
mountains was, during all the time it re- 
mained in operation, one of the wonders of 
America. It consisted of eleven levels or 
grade lines and ten inclined planes. The 
ascent from Johnstown to the summit was 
eleven hundred and seventy-one and a half 
feet in a distance of twenty-six and a half 
miles, and the descent from the summit to 
Hollidaysburg was thirteen hundred and 

* It is difficult to fix the precise date at which locomotives 
were put on the Columbia Railroad to the exclusion of horse- 
power. In 1834 a number of locomotives appear to have been 
contracted for. tiut there was considerable opposition to their 
empioymentby persons using the road or residing near it. They 
feared that the engines would destroy the value of their horses, 
and that sparlcs from them would set fire to their houses and 
barns. Mr. Edward F. Gay, then chief engineer of the road, 
strongly urged the exclusive use of locomotives in several 
reports made. In 1S35 three locomotives only were on the 
road In 1S37 forty were reported in use. This would indicate 
that no other motive power was then used. 

t Account of Portage Railroad, by S. W. Roberts, assistant 
engineer. Philadelphia, 1836. The road, as described, was 
located by Mr. Sylvester Welch, engineer. 



THE PORTAGE RAILROAD. 



ninety-nine feet in a distance of ten miles. 
The planes were numbered eastwardly — the 
one nearest Johnstown being number one, 
and that nearest Hollidaysburg number ten. 
The length and rise of the planes were 
(omitting fractions of feet) as follows: 

LENGTH. RISE. 

No. I, 1,607 feet- 150 feet. 

No. 2, I1760 " 132 " 

No. 3, 1,480 " 130 " 

No. 4 2,195 " ^^7 " 

No. 5, 2,628 " 201 •' 

SUMMIT LEVEL. FALL. 

No. 6 2,713 feet. 266 feet. 

No. 7 2,655 " 260 " 

No. 8, 3,116 " 307 " 

No. 9, 2,720 " 189 " 

No. 10, 2,295 " 180 " 

The cars were passed over these planes by 
means of wire ropes attached to stationary 
engines, and it is a notable fact that during 
the twenty years the road was used no se- 
rious accident ever occurred upon it. Boats 
used on the canal for carrying through freight 
were built in sections, which sections were 
placed upon trucks and carried over the rail- 
road. 

The cost of the main line to the State wa,s, 
according to a report made by the Auditor 
General in 1843, "^^ follows: 

Columbia R.iilroad 54,204,969 96 

Eastern division of canal, 1,736,599 42 

Juniata division of canal 3,521,412 21 

Portage Railroad 1,828,461 38 

Western division of canal, 3,069,877 38 

Total $14,361,320 35 

This sum was, however, but a part of the 
expenditure made by the State for public 
improvements. Between the years 1791 and 
1828 she had appropriated for turnpike 
roads, bridges, and inland navigation, 
$22,010,554, and she was then only upon 
the threshold of her works. Canals were 
located along nearly every important stream, 
and roads and bridges were multiplied al- 
most indefinitely. Not one of these improve- 
ments proved remunerative to the Common- 
wealth, however beneficial they may have 
been, and in many instances unquestionably 
were, to her citizens. In 1835 the act in- 
corporating the Cumberland Valley Railroad 
(now controlled by the Pennsylvania Rail- 
road Company) was revi\'ed and extended 
for ten years, and under this extension the 
road was built — the State taking a portion 
of the stock to aid in its completion. 



The main line was now in successful ope- 
ration, and the long-sought desideratum of 
connecting the waters of the Ohio with 
those of the Delaware accomplished, yet it 
soon became evident that it was not cal- 
culated to meet all the requirements of trade. 
It was too slow, too expensive to operate, 
and too complicated; and public attention 
was very soon directed to the necessity of 
building a through line of railroad. The 
first companies incorporated for this purpose 
were the Sunbury and Erie and the Pittsburg 
and Susquehanna, charters for which were 
authorized by act of April 3d, 1837. The 
first named was empowered to build a rail- 
road from Sunbury (via Northumberland) 
to Erie, and the second from Pittsburg along 
the Allegheny river, and thence to connect 
with the Sunbury and Erie. Six thousand 
shares of the stock of the Sunbury and Erie 
Company were at once subscribed for, prin- 
cipally by the Pennsylvania Bank of the 
United States. But the undertaking, despite 
the favorable auspices under which it started, 
languished, and it was many years before it 
was finally consummated. 

The following year a general convention, 
to urge the construction of a continuous rail- 
road to Pittsburg, assembled at Harrisburg, 
on the 6th of March. Delegates were present 
from twenty-nine counties of the Common- 
wealth, and also from the city of Cleveland, 
Ohio. Robert T. Conrad, of Philadelphia, 
presided, and the subject was thoroughly and 
ably discussed. Addresses were prepared, 
memorials to the legislature drawn, and 
everything else that zeal and ability could 
suggest done to stimulate the State and the 
people to commence the great work. Some 
effect was midoubtedly produced b)' these 
efforts, because the same year Hother Hage, 
an engineer of distinction, survejed, under 
authority from the State, a route for a 
continuous railroad through the counties 
of Franklin, Bedford, Somerset, Westmore- 
land, and Allegheny; and the following 
year Charles L. Schlatter was appointed by 
the canal commissioners to survey similar 
lines from Harrisburg to Pittsburg. Mr. 
Schlatter made a report in 1840, in which 
he specifies three routes which had been ex- 
amined and surveyed through. The first of 
these was Mr. Hage's route, which was called 
the southern, and was pronounced practicable 
with the exception of about fifty miles over 
the mountains of Bedford and Franklin 
counties, where it was suggested the turnpike 



10 



THE PENNSYLVANIA RAILROAD. 



be improved and used. The second was 
styled the northern route, and followed the 
Susquehanna to Northumberland: thence 
up the West Branch, and by the Bald Eagle 
creek to the head of the western waters. 
This was also considered a feasible route, 
but too circuitous. The third was called the 
middle route, and was by way of tlie Juniata 
and the Conemaugli. 'Fhis was deemed in 
all respects the best, and is the one upon 
which, at a subsequent period, the Pennsyl- 
vania Railroad was built. The survey of this 
route by Mr. Schlatter first conclusively de- 
monstrated that it was possible to cross the 
Allegheny mountains without the use of in- 
clined planes, and it was not long afterward 
that a new road to accomplish this was com- 
menced by the State. Mr. Thomson, chief 
engineer of the PennsylvaniaRailroad, under 
whose immediate supervision and direction 
the route of that road was located, was con- 
vinced at an early period of the advantages 
of the middle, or Juniata, route, and in his 
first annual report says: — "This stream has 
its source in the Alleghenies, and conse- 
quently severs, as it flows towards the Atlan- 
tic, all the secondary mountain ranges that 
lie east of them, and it heads opposite to the 
Black Lick and Conemaugh rivers, both of 
which sever those on the west, leaving the 
main Allegheny only to be surmounted, 
which would have to be encountered upon 
any other direct route, in addition to many 
of the inferior mountain ranges." Further 
on, in the same report, he adds: — "The 
searching examinations made of the whole 
region offering any chance for a more prac- 
tical route, on the north or south of the 
Juniata, leaves no doubt upon my mind but 
that the best line has been secured for the 
eastern division. Its comparatively easy cur- 
vature and low gradients, adapted in their 
inclination to the direction of the largest 
business, and extending from the eastern 
terminus of our road to the foot of the great 
barrier that divides us from the West, gives 
it advantages that are not equaled by any 
other route proposed between the East and 
West, and cannot be too highly appreciated 
by the company. ' ' 

Great as was the necessity for a through 
railroad, and thoroughly as that necessity 
was now realized by the people of the State, 
years were permitted to elapse before the 
work was actually commenced. In 1845 ^ 
public meeting was held in the Chinese Mu- 
seum, in Philadelphia, to urge the improve- 



ment, but it was not until 1846 that the 
project assumed a tangible shape. On the 
13th of April of that year, the act to incor- 
porate the Pennsylvania Railroad Company 
was passed. The capital of the company 
was fixed at seven millions five hundred 
thousand dollars, with the privilege of in- 
creasing the same to ten millions. The 
company was authorized to build a road to 
connect with the Harrisburg, Portsmouth, 
Mount Joy and Lancaster Railroad, and to 
run to Pittsburg, or other place in the county 
of Allegheny, or to Erie, as might be deemed 
most expedient. The act also provided that 
in case the company should have three mil- 
lions of dollars subscribed and one million 
actually paid into its treasury, and have 
fifteen miles of its road under contract for 
construction at each terminus of its road 
prior to the 30th of July, 1S47, the law 
granting the right of way to the Baltimore 
and Ohio road from Cumberland, Maryland, 
to Pittsburg, should be null and void. All 
these conditions were complied with, and on 
the 25th of February, 1847, Governor Shunk 
granted a charter to the company, and on the 
2d of August he issued his proclamation de- 
claring the privileges granted the Baltimore 
and Ohio abrogated. This action created 
considerable dissatisfaction in Allegheny and 
other south-western counties of Pennsyl- 
vania, and it required the lapse of time to 
satisfy those sections that it was for their 
advantage, as well as for the best interests of 
the State of Pennsylvania. The energy with 
which the construction of the Pennsylvania 
Railroad was prosecuted, and the careful 
manner in which its route was located, 
soon changed the antagonism of Western 
Pennsylvania to the East to friendship and 
sympathy. 

The principle which governed the early 
managers of the Pennsylvania Railroad in 
its construction was to build it out of the 
cash subscribed and paid by the stockhold- 
ers. To accomplish this, they determined 
to make their bona fide capital sufficient to 
cover the necessary expense of its construc- 
tion and equipment, and to pay the stock- 
holders six per cent, from the time their 
money was contributed. They argued that 
it was as easy, and more just, to pay this 
interest to those who contributed to the 
enterprise from its inception, than to borrow 
money at usurious rates on bonds, the hold- 
ers of which, too frequently in our railroad 
history, absorbed, in a few years, the entire 



J. EDGAR THOMSON. 



11 



property of the undertaking, and left the 
first promoters without anything in return 
for their enterprise and liberality. Books 
were opened for subscriptions to the stock, 
at various places in the State, on the 2 2d of 
June, 1846, and the utmost zeal was dis- 
played by the originators of the enterprise 
in securing the co-operation of the people. 
Committees went from house to house in 
Philadelphia; public meetings were held; 
the newspaper press were untiring in their 
efforts to demonstrate the importance of the 
work; and, as has already been intimated, a 
rea.sonable degree of success followed their 
efforts. In their first annual report the di- 
rectors state that out of some twenty-six hun- 
dred subscriptions upon the books, near 
eighteen hundred are for five shares and 
under. Many of these subscriptions were 
made without any hope, on the part of the 
subscribers, that their investment would ever 
prove profitable. The necessity of the road 
was admitted, and the people were willing to 
aid its construction. But it was not long 
until a different opinion of its future profit- 
ableness prevailed, and this stimulated the 
desire to invest in its stock. Mr. Thomson, 
the chief engineer, contended, from its 
commencement, that the road would cer- 
tainly prove remunerative to the stockhold- 
ers, and in his first annual report stated that 
"dividends from its revenue can be made of 
six, eight, or ten per cent., by changing the 
rates of freight and passage, at the discre- 
tion of the directors." In support of these 
prophetic words he states, in the same report, 
that "if the road possessed no other source 
of revenue than the local travel and trans- 
portation of the rich and populous region to 
be traversed by it — secured, as it will be, 
from competing lines by natural barriers, 
stretching out on either side from the Sus- 
quehanna to the Potomac — they would be 
sufficient to justify its construction." 

Mr. Thomson entered upon his duties as 
chief engineer of the road in the early part 
of 1847. The directors say, in their first 
annual report, that " in the selection of a 
chief engineer the board was fortunate in 
obtaining the services of Mr. John Edgar 
Thomson, a gentleman of enlarged profes- 
sional experience and sound judgment, who 
had obtained a well-earned reputation upon 
the Georgia road, and in whom the board 
place great confidence." Mr. Thomson at 
once proceeded to organize his forces, and to 
apportion the work to be performed. Such 



distinguished and experienced engineers as 
Mr. Eilward Miller, Mr. William B. Foster, 
Jr., Mr. S. W. Mifflin, Mr. G. W. Leuffer, 
Mr. Strickland Kneass, Mr. Edward Tilgh- 
man, Mr. Oliver Barnes, and others, were 
employed in the location and construction of 
the road; and with such ability engaged, 
it is not surprising that a distinguished au- 
thority has said that no similar work was 
ever commenced with better engineering. 
Mr. Thomson himself had an extended rail- 
road experience, and his reputation was well 
earned. He was a native of Delaware county, 
Pennsylvania, and commenced his profes- 
sional career in 1827, in the engineer corps 
employed upon the original surveys of the 
Philadelphia and Columbia Railroad, having 
received his appointment from the secretary 
of the board of canal commissioners of 
Pennsylvania. He continued in this service 
until 1830, when, the State failing to make 
the necessary appropriations for the continu- 
ance of the construction of the ror.d, he 
entered the service of the Camden and Am- 
boy Railroad Company as principal assistant 
engineer of the eastern division. After 
leaving their service he visited Europe, to 
examine the public works of that continent, 
and shortly after his return, in 1832, was 
appointed chief engineer of the Georgia 
Railroad, extending from Augusta to At- 
lanta, in that State, with a branch to 
Athens, in all two hundred and thirteen 
miles of railway, — the longest amount of 
railway at that time under the control of 
one company in the United States. He 
continued in that service, as chief engineer 
and general manager, until his unsolicited 
election to the position of chief engineer 
of the Pennsylvania Railroad. 

The grading of the first twenty miles of 
the road west of Harrisburg was let on the 
1 6th of July, 1847, and on the twenty- 
second of the same month fifteen miles east 
of Pittsburg were put under contract. Work 
on the eastern end was pushed vigorously. 
Governor Shunk referred encouragingly to 
it in his annual message of that \ear, and 
a summer tourist, wandering tiirough the 
mountains, wrote as follows to a Philadelphia 
paper: — "The great central railroad — that 
imperishable chain, destined to more closely 
unite the interests of the East and West of 
this continent — is rapidly progressing along 
the banks of the Juniata. Day by day the 
engineers and workmen may be seen survey- 
ing, arranging, digging, and blasting away, 



12 



THE PENNSYLVANIA RAILROAD. 



by which the highest, most rugged, and rocky 
bluiTs bordering on the river crumble and 
are subdued, forming the foundation for this 
bfe-artery of Pennsylvania." On the 26th 
of November of the same year, forty miles 
additional were let, carrying the portion 
under contract of the eastern end to Lewis- 
town ; and about the same time a contract 
was made by the company for fifteen thou- 
sand tons of rails, to be manufactured in 
Pennsylvania. The city of Philadelphia, 
during the same year, subscribed two mil- 
lions five hundrecl thousand dollars to the 
road, and the county of Allegheny followed, 
the year after, with a subscription of one 
million. On the ist of September, 1849, 
the first division, extending from Harrisburg 
to Lewistown, a distance of sixty-one miles, 
was opened to trade and travel, in connec- 
tion with the canal and turnpike. A year 
later, on the 17th of September, 1850, the 
line was opened to the "Mountain House," 
one mile east of Hollidaysburg, where con- 
nection was made with the State Portage road 
over the Allegheny mountains. In August 
of the succeeding year, twenty-one miles 
west from Johnstown were finished, which, 
with the portion built east from Pittsburg, 
left a gap of but twenty-eight miles to com- 
plete the line. This was closed up during 
the following year, and on the 10th of 
December, 1852, the cars were run through 
from Philadelphia to Pittsburg. Connection 
between the eastern and western divisions 
was formed by using the Portage road over 
the mountains, — the road of the company 
not being finished there until February 15th, 
1854, when it was formally opened, and the 
first trains passed through Pennsylvania with- 
out using the inclined planes. On the 2d 
of February, 1852, Mr. Thomson was elected 
president of the company, and it was in that 
capacity he saw the great work completed 
which he had commenced as chief engineer. 
He was continued in the position with- 
out interruption, up to the time of his 
death, devoting to the great enterprise 
twenty-seven years of his life, and bestow- 
ing upon it an amount of care and attention 
never given by any other American to a 
similar work. 

The Pennsylvania Railroad was con- 
structed in a superior manner, and, with the 
improvements since made, is undoubtedly 
the most perfect road in America. Not- 
withstanding it had to overcome the great 
Allegheny mountain, — a barrier which, for 



a quarter of a century, had been considered 
insurmountable by a railroad without in- 
clined planes, — yet it was carried across by 
engineering skill with a facility really as- 
tonishing. The road commences a gradual 
ascent at Harrisburg, where it is three hun- 
dred and ten feet above tide, and rises 
regularly. At Lewistown it is four hundred 
and eighty-eight feet above tide ; at Hunt- 
ingdon it has ascended to six hundred and 
ten feet; at Tyrone it has climbed to an alti- 
tude of eight hundred and eighty-six feet ; 
and at Altoona, where it reaches the base of 
the mountain proper, it is at an elevation of 
eleven hundred and sixty-eight feet. Up to 
this point the heaviest gradient per mile has 
not exceed,Q,d,i*ift'enty-one feet. From a short 
distance west of Altoona this gradient is in- 
creased to ninety-five feet per mile on straight 
lines, and eighty-two feet per mile on curves. 
Thus ascending, it reaches its culminating 
point at the west end of the great tunnel, 
where its altitude above tide is twenty-one 
hundred and sixty-one feet. Its maximum 
gradient is twenty-one feet per mile less than 
the Baltimore and Ohio Railroad, and is 
equaled by several railroads in the New 
England States. The highest gradient west 
of the tunnel is fifty-two and eight-tenths 
feet per mile, and the average gradient on 
that end is twenty-six and four-tenths feet 
per mile. At Johnstown the elevation above 
tide is eleven hundred and eighty-four feet ; 
at Greensburg it is ten hundred and ninety- 
one feet ; and at Pittsburg it is seven hun- 
dred and forty-eight feet, being four hundred 
and thirty-eight feet higher at its western 
terminus than at Harrisburg, where it com- 
mences to overcome the barrier presented 
by the mountains. 

When the through line of railroad was 
finished and in operation, many of the people 
of the State became anxious to sell the im- 
provements which had cost them so much, 
and had proved, in an economic sense, at 
least, to be failures. For a quarter of a 
■century they had labored under a heavy 
debt, and had submitted to onerous tax- 
ation, to construct and maintain canals and 
railroads which brought no return to the 
public treasury, and were often used as auxili- 
aries to political schemes. They had borne 
the burden in the past, because they were 
unwilling to see their State blotted out of 
the highways of travel and traffic; blit now 
that individual enterprise had secured her 
against competition, they wanted to rid 



,,c«s(f=; 







^/-V/'f, 



intiiji;nl.tl BaidlNote (ijiilpany 



THOMAS A. SCOTT. 



13 



themselves of the incubus. On the 27th 
of April, 1854, the legislature passed a law 
providing for the sale of the main line, 
but its provisions were so drawn that no 
purchaser could be found under it. In 
1855 a similar act was passed, but it, too, 
proved ineffectual. During this time the 
Pennsylvania Railroad Company was pro- 
testing against the injustice of a tonnage tax 
which was imposed upon all traffic over its 
road, and a large portion of the citizens 
of the Commonwealth ( particularly those 
who were compelled to ship their goods 
over the railroad) espoused the cause of 
the company. The State partially yielded 
to this pressure by repealing the tax on 
•coal and lumber; but instead of allaying 
the demand for repeal, this concession only 
added to its urgency. It was at once 
observed that these two interests were 
greatly stimulated by the repeal and conse- 
■quent reduced cost of transportation, and 
the representatives of other interests insisted 
upon similar justice and favor. In the 
midst of this discussion the Commonwealth 
again determined to sell her public works, 
and on the i6th of May, 1857, a third law 
for this purpose was passed. It fixed the 
minimum price for the main line at seven 
millions five hundred thousand dollars, and 
provided that if the Pennsylvania Railroad 
Company became the purchaser, it should 
pay one million five hundred thousand dol- 
lars additional, and in consideration was to 
be relieved of all taxes on tonnage or freight 
carried over its road, as well as of other 
taxes which were specified. Under this act 
the company became the purchaser, and on 
the 1st of August, 1857, the governor, by 
proclamation, transferred the main line to 
its new owner. 

But the difficulty did not end here. 
The Supreme Court of Pennsylvania pro- 
nounced so much of the act of 1857 as 
related to the general taxes imposed upon 
the railroad company unconstitutional; and 
the company, therefore, found itself the 
owner of the State improvements and still 
taxed by the State for their protection. 
Such a position was so manifestly unjust, 
and, besides, was so clearly in violation of 
the spirit and intent of the law under which 
the main line had been sold, that the com- 
pany declined to pay the tonnage tax to the 
State, but held it subject to judicial decision 
or amicable adjustment. 

By the purchase of the main line the com- 



pany was enabled greatly to improve its 
facilities and add to the comfort of passen- 
gers. In 1858, Colonel Thomas A. Scott — 
a gentleman whose name is perhajjs as fa- 
miliar to the American people as that of any 
other man connected with railroads — was 
appointed general superintendent of the 
road. In their report of that year, the 
board of directors say that Colonel Scott 
"has been connected with the transportation 
department since its organization, and has 
acted, since the operations of that depart- 
ment were extended beyond the mountains, 
as superintendent of the western division. 
From the successful administration of the 
duties heretofore confided to him, the board 
has entire confidence that the high repu- 
tation of the road for safety, and the dispatch 
of its business, will be fully preserved." 

Colonel Scott was born in Franklin county, 
Pennsylvania, and commenced his long and 
eminently successful railroad career on the 
main line of State improvements August ist, 
1 841, when he was appointed clerk to the 
collector of tolls at Columbia. From there 
he was, in 1847, transferred to the collector's 
office at Philadelphia as chief clerk. In 
1850 he entered* the service of the Penn- 
sylvania Railroad Company as station agent 
at Duncansville, the then western terminus 
of the road, from whence he was transfer- 
red to the western division as its superin- 
tendent. It was there he displayed that 
wonderful executive ability and indomitable 
energy which have made him famous wher- 
ever American railroads are known. During 
Colonel Scott's management of the road, 
as general superintendent, many improve- 
ments were introduced, and the transpor- 
tation facilities of the company greatly 
increased. Sleeping cars were put upon the 
road, and connections were perfected at 
Pittsburg by which the use of omnibuses 
and drays in the transfer of passengers and 
freight was avoided. 

While these improvements were being 
made, and the question of the tonnage tax 
imposed upon the road was agitating the 
public, William B. Foster, Jr., the vice-presi- 
dent of the company, died, and on the 4th 
of March, 1S60, Colonel Scott was elected 
to succeed him. He at once took measures, 
under the direction of Mr. Thomson, to 
secure an adjustment of the difficulties 
existing between the Commonwealth and 
the company, and on the 7th of March, 
1861, "An act for the commutation of the 



14 



THE PENNSYLVANIA RAILROAD- 



tonnage tax" was passed. By it the Penn- 
sylvania Railroad was to pay, in annual 
installments, the sum of thirteen millions 
five hundred and seventy thousand dollars 
to the State in full for the purchase of the 
main line and the repeal of the tax. The 
tax which had accumulated in the hands 
of the company during the pendency of the 
question of its validity and repeal, amount- 
ing in the aggregate to eight hundred and 
fifty thousand dollars, was to be used in 
aiding the completion of eleven different 
local railroads in the State. Thus, after a 
contest extending over a period of six years, 
the ve.xed question was settled to the satis- 
faction of all parties interesteci: the railroad 
was relieved of an imposition which sub- 
jected it to the mercy of its competing 
rivals, and the State was placed in a position 
which enabled her to rapidly extinguish her 
indebtedness, and relieve her people from 
a burdensome ta.xation they had long and 
patiently borne. 

During the same year the Harrisburg and 
Lancaster Railroad was leased by the Penn- 
sylvania Railroad Company for the period 
of nine hundred and ninety-nine years, thus 
giving the latter company the ownership of 
the entire through line between Philadel- 
phia and Pittsburg. Previous to this that 
road had been operated under a contract 
made in 1849, ^or twenty years, which, by 
the new arrangement, was annulled. 

The year 1861 opened a new and painful 
era in the history of the United States, 
which called into exercise abilities and 
energies that ages of peace could not 
have developed. It will not be expected 
that a work of this kind shall embrace the 
incidents that crowded upon each other 
immediately after the bombardment of Fort 
Sumter, and it is only as those incidents are 
connected with the subject under consider- 
ation that they can be referred to. The 
reverberation of the cannon which pro- 
claimed that war had been appealed to as 
final arbiter between the North and South, 
awakened a degree of determined enthusiasm 
throughout the loyal States such as the 
world had rarely witnessed. All past differ- 
ences of opinion were, for the time, for- 
gotten, and every man seemed anxious to 
assist in the preservation of the Union. 
But the willingness to help alone existed — 
the means to make that assistance available 
and effective had to be created and supplied. 
Pennsylvania lay in the track by which 



alone the endangered National Capital could 
be reached, and it became essential that her 
lines of communication should be utilized 
to their fullest extent. In this emergency 
Governor Curtin called Colonel Scott to 
his assistance, and placed him in charge of 
the transportation of troops rallying by 
thousands at the call of the President. 
Colonel Scott in a few hours had con- 
structed a telegraph line to the executive 
chamber in the capitol, and, seated at the 
instrument, directed the movement of trains 
bearing troops from the time they entered 
Pennsylvania imtil they left her borders. 
The system was perfect, and there was no 
delay until Mason and Dixon's line was 
reached. 

Unfortunately, however, Maryland, and 
particularly Baltimore, was divided in senti- 
ment on the issues involved in the contest, 
and the element sympathizing with the 
South soon determined to interrupt the 
passage of Northern troops to Washington. 
This feeling first exhibited itself in Baltimore 
by attacks on regiments passing through the 
city, and was followed soon after by the 
burning of the bridges on the Northern 
Central Railroad. This road had been 
relied upon by the Government as the prin- 
cipal channel for receiving reinforcements 
from the North and West, and on the 2 2d 
of April, 1 861, the Secretary of War had 
sent the following telegram to Colonel Scott, 
at Harrisburg : 

"Dear Sir: — This department needs at this mo- 
ment a man of great energy and decision, with expe- 
rience as a railroad officer, to l<eep open and work 
the Northern Central Road from Harrisburg to Balti- 
more, for the purpose of bringing men and munitions 
to this point. 

"You are to my mind the proper man for this oc- 
casion and this duty. Will you report to me to- 
morrow morning? 

" Vei-y respectfully, 

" Simon Cameron, 

"Secretary of War." 

To this Colonel Scott replied that he 
was then serving on the staff of Governor 
Curtin, and could not, in the judgment of 
the Governor, be, at that time, spared from 
Harrisburg. He expressed himself willing 
to perform any duty required of him in the 
emergency, and if the Governor would re- 
lieve him he would go to Washington, or 
to any other point where he could be most 
useful. 

The destruction of the Northern Central 
Railroad rendered it indispensable that some 



THOMAS A. SCOTT. 



15 



other channel of communication with Wash- 
ington should be opened, and the repeated 
calls for Colonel Scott's assistance in this 
work induced Governor Curtin to relieve 
him from duty at Harrisburg. In company 
with one or two friends he made his way, by 
private conveyance, through Maryland and 
Virginia, and reported for duty to the Sec- 
retary of War. He was instructed by that 
officer and the President to open a line, by 
way of Annapolis, to Philadelphia and the 
East and North. Thi following order was 
issued, dated the 27th of April, 1861: 

"TO WHOM IT M.W CONXERN. 

"Thom.is A. Scott has b;en appoiiiteil to take 
charge of the railways and telegrajihs between Wash- 
ington City and Annapolis. Parties in charge thereof 
will place Mr. Scott in possession, and in future con- 
form to his instructions in all matters pertaining to 
iheir management. 

"Simon Cameron, 

" Secretary 01 War." 

The Pennsylvania Railroad Company 
placed all its resources at the disposal of 
Colonel Scott to accomplish the work he 
had undertaken, — a work upon which, in the 
judgment of the President and others in 
responsible positions, the safety of the Na- 
tional Capital depended ; and, calling to his 
assistance men whom he knew as efficient 
railroad managers, he completed, in con- 
nection with Mr. Felton, president of the 
Philadelphia, Wilmington and Baltimore 
Railroad, as if by magic, a line by way of 
Perryville and Annapolis to Washington. 
President Lincoln took a deep interest in 
the opening of this line, and very soon after 
Colonel Scott had demonstrated to him the 
practicability of constructing it, he met that 
gentleman and asked him how the work pro- 
gressed. "The road is completed," replied 
the Colonel. " Completed !" he exclaimed, 
in astonishment. "When may we expect 
troops over it?" "A train is already in with 
a regiment, and others are on the way," was 
the response. "Then, thank God! we are 
all right again !" ejaculated the President. 

Operating in a military capacity, in con- 
nection with the War Department, it was 
soon found essential that Colonel Scott 
should possess military rank, and he was 
therefore mustered into the service of the 
United States, as colonel of the District of 
Columbia volunteers, on the 3d of May, 
1 86 1. His name stands first upon the roll 
preserved in the War Department, and is 
followed bv others that have since become 



historic. His certificate of muster is signed 
by Major McDowell, now major-general in 
the army of the United States. Following 
his appointment as colonel came an order 
extending his jurisdiction and powers, 
dated the 23d of May,- as follows: 

"TO ALL whom it MAY CONCERN. 

" Col. Thomas A. Scott has been appointed to take 
charge of all Government railways and telegraphs, or 
those appropriated for Government use. 

"All instructions in relation to extending roads, or 
operating the same on Government account, must ema- 
nate from his department. 

"SiMON Cameron, 
"Secretaiy of War." 

Colonel Scott continued to jierform the 
duties required by this appointment until 
August 1st, 1861, when he was appointed 
Assistant Secretary of War, — being the first 
man ever appointed to that position. His 
wonderful faculty for the dispatch of business 
will be remembered by thousands who, dur- 
ing that exciting period, visited the War 
Department. He was never confused ; never 
at a loss as to what to do or how to do it ; 
and his courtesy to all who approached him 
made him many and lasting friends in all 
ranks of life. 

While chaos was giving away to order in 
and around Washington, confusion pre- 
vailed in other fields of military operations, 
and on the 29th of January, 1862, Colonel 
Scott was sent by the Secretary of War to 
the West. The annexed letter of instruc- 
tions will show the important and varied 
duties intrusted to him : 

"War Department, 
"Washington City, D. C, 
"January 29th, 1862. 

" Sir : — For the purpose of efficient organization 
of this department, ascertaining and organizing the 
requisite forces and means for combined active 
ojieration, you are requested to proceed from this 
city— 

"First. — To Pittsburg: Examine the condition of 
the arsenal there, and the condition of the mortars, &€. 
being constructed at the arsenal and at the Fort Pitt 
w-orks. You will also ascertain what amount of rail- 
road transportation can be had on the various rail- 
roads leading from Washington to Pittsburg for a 
concentrated movement. .'\lso, what transportation 
from Pittslnirg to Cincinnati, Louisville, and Cairo, 
by railroad and by steamboats, and the rates. It is 
desired to know how many thousand men, with their 
equijimenls, Ixaggage, artillery and cavali7, can be 
I moved at once from Washington to the Ohio river, 
and what lime would be required for the movement; 
and also the means of transport and time required 
for a movement from the river to the interior of Ken- 
tucky and Tennessee. 



16 



THE PENNSYLVANIA RAILROAD. 



"Second. — From Pittsburg you will proceed to Co- 
lumlius, Oliio, and there ascertain: I. The number 
of Uliio troops enlisting, and their state and condition. 
2. Where they are encamped. 3. To what degree 
they are organized and equipped. 4. By what time 
they can be ready for the field. If, on ascertaining 
their condition, you find A'agments and incomplete 
parts of regiments, you will instruct their immediate 
consolidation, so as to be ready to take the field with- 
out delay. 

"TJnrd. — From Columbus you will proceed to In- 
dianapolis, Indiana, and .Springfield, Illinois, and 
there make similar investigations, and take similar 
measures. 

"Fott7-th. — From Springfield you will proceed to St. 
Louis, and there, or wherever else may be the head- 
quarters of General Halleck, you will confer with 
him in regard to the state and condition of his com- 
mand, and ascertain w'hat he needs for the full and 
efficient action of his force. 

"Fifth. — From St. Louis you will j^roceed to Cairo 
and Paducah, and from thence to Louisville, or 
wherever may l)e the headquarters of General Buell, 
and make similar investigations. 

"Sixth. — The facilities for railroad and other trans- 
portation in each department will be specially inves- 
tigated and reported U]ion in detail. 

"Seventh, — At Cincinnati you will examine into the 
state and condition of the quartermasters' department, 
and at each point where investigations have l)een 
directed, you w'ill give ]>articular attention to the 
(luartermaster and commissary departments, and to 
whatever concerns the efpiipment, sulisistence, and 
transport of the troops. Especially, take measures to 
have exact weekly returns of the forces from the 
executives of the respective States. You will an- 
nounce your arrival at each point by telegraph, and 
make full report from thence in writing, by mail. 
Also, reporting and asking instructions by telegraph, 
respecting any matter re(]uiring immediate action. 
You will remain at each jjoint until directed to pro- 
ceed. 

'' You will, of course, direct attention and report 
upon any other points that may be essential to the 
efficient action of the army, the safety of the Govern- 
ment, and the protection of the public property. 
" Edwi.\ M. Stanton, 

" Secretary of War. 
" To Hon. Thomas A. Scott, 

"Assistant Secretary of War." 

In compliance with these instructions, 
Colonel Scott visited all the points des- 
ignated, organized thoroughly the means 
of transportation, and materially assisted 
the great States of the North-west in pre- 
paring their volunteers for actual service. 
He returned to Washington on the 14th 
of March, 1862, having traveled near five 
thousand miles. Immediately after his re- 
turn he went to Fortress Monroe, to facili- 
tate the movement of the Army of the 
Potomac ; and on the 26th of March again 
proceeded to Cairo, under orders from the 
Secretary of War, to perfect the military 
transportation on the western waters. He 



returned to the War Department in May, 
having traveled on official duty more than 
ten thousand miles in three months, and 
performed a vast amount of arduous and 
useful service. 

On the ist of June, 1862, Colonel Scott re- 
signed his position as Assistant Secretary of 
War, and resumed his duties as an officer 
of the Pennsylvania Railroad. The follow- 
ing letter from the great War Secretary will 
attest the value of his services, and the esti- 
mation in which he was held by one who was 
never lavish in his praises: 

"War Department, 
"Washington City, D. C, 
"June 1st, 1862. 
"Dear Sir: — In taking leave of you, in conse- 
quence of your resignation of the office of Assistant 
Secretai-y of War, it is proper for me to express my 
entire satisfaction with the manner in which you 
have discharged your duties during the whole period 
of our official relations. Those duties have been con- 
fidential and responsible, requiring energy, prudence, 
and discretion; and it gives me pleasure to say that to 
me you ha\e proved to be, in eveiy particular, an 
able and faithful assistant. 
"Yours, truly, 

"Edwin M. .Stanton, 

" Secretaiy of War. 
"Thom.as a. Scott, Esq." 

The summer of 1863 brought some dark 
days to the Union cause, and when it be- 
came necessary to reinforce General Rose- 
crans, at Chattanooga, with troops from the 
East, Mr. Stanton recalled Colonel Scott to 
his assistance, appointed him colonel and 
assistant quartermaster on the 24th of Sep- 
tember, 1863, and ordered him to report to 
General Hooker for "special service" on 
his staff. The letter apprising him of his 
appointment and defining his duties, is as 
follows: 

"Washington, D. C, 
"September 24th, 1S63. 
" CoL. Thos. a. Scott, 

Assistant Quartermaster of Volunteers. 

"Colonel: — Enclosed find letter of appointment 
as assistant quarterma.ster of volunteers ; also, a copy 
of the order of the President of the United States by 
the Secretary of War, authorizing Maior-General 
Hooker to take military possession of any railroads. 

" You are charged with the duty of sending for- 
ward, with the utmost despatch, the troops of Gene- 
ral Hooker's command. 

" The portion of the route assigned to you is from 
Louisville, Kentucky, thence to Nashville, Ten- 
nessee, and beyond towards Chattanooga. 

" You are hereby authorized and emj^owered to 
take possession of any roads, or the property of any 
road, made necessary for the proper execution of the 
duties for which you are made responsible. 

" You will see that every preparation is made to 



WESTERN CONNECTIONS. 



17 



put the troops over the portion of the route assigned 
to YOU with the utmost despatch, and in advance of 
all other trains or business, subject, of course, to such 
orders as you may from time to time receive from 
Major-General Hooker. 

" By command of Major-General Hooker. 

" WiLLi.AM H. Lawrence, 

'• Major and Aid-de-camp." 

The service performed by Colonel Scott, 
under this appointment, consisted in for- 
warding Hooker's and Howard's corps to 
Chattanooga with wonderful rapidity. He 
connected railroads by improvised tracks; 
utilized the resources placed under his con- 
trol, and poured almost a ceaseless stream 
of cars through half a dozen States, until 
nearly fifty thousand men, with their artil- 
lery, cavalry, and complete field equipment, 
were safely deposited where they were mo.st 
needed. With this service his connection 
with the Government terminated, and he 
again resumed his railroad duties. He had 
at no time severed his connection with the 
Pennsylvania Railroad, but had retained his 
position as vice-president during all the 
period of his absence ; and it was with feel- 
ings of gratification that he returned to duties 
and associations dearer to him than any po- 
litical honors. 

In 1862 a contract and lease were entered 
into by the Pennsylvania and the Philadel- 
phia and Erie Railroad Companies, by which 
the former, on the ist of February of that 
year, took possession of the latter for nine 
hundred and ninety-nine years. 

During the years immediately following 
thecompletionof the Pennsylvania Railroad, 
and previous to the occurrence of the events 
stated, it had been greatly improved. Its 
track had been doubled throughout ; a road 
had been built connecting it with the Del- 
aware river, below Philadeljihia ; its princi- 
pal depots had been enlarged ; the curves on 
the old Columbia road had been straight- 
ened ; wooden bridges had been replaced 
by stone and iron structures ; and, generally, 
it had kept pace with modern improvements 
and discoveries, as well as the demands of a 
rapidly enhancing business. In 1864 it 
turned its attention to the introduction of 
steel rails, and greatly aided the develop- 
ment of their manufacture in this country. 
Improvements in their construction, to adapt 
them to our climate and railroad system, 
were suggested by its experienced officers; 
and, principally by its liberal aid and en- 
couragement, some of the largest works for 
their manufacture in the world were built up. 



It has solved the problein of the utility and 
economy of these improved rails satisfacto- 
rily, and now pronounces their general in- 
troduction wholly a commercial question. 

The management of the road realized, at 
an early period of its existence, the import- 
ance of securing connecting lines from 
Pittsburg to the West, to act as feeders for 
their improvement. They saw that the roads 
leading to rival seaboard cities had, by their 
earlier coinpletion, diverted the transit of 
the products of the Mississippi valley from 
Pennsylvania, and a prudent foresight taught 
them that, if the great work which had cost 
their State so much was ever to rise above 
local importance and usefulness, it must be 
prepared to compete for the through trade 
and travel. Acting upon this forecast, they 
adopted the system of aiding the construc- 
tion of lines west of Pittsburg; and this 
policy has been continued until it is but 
fair to say that the western connections of 
the Pennsylvania road are now the most 
complete upon the continent, and its facili- 
ties for the expeditious and economic move- 
ment of passengers and freight superior to 
any of its competitors. 

The Pittsburg, Fort Wayne and Chicago 
Railroad was one of the first to receive 
encouragement and assistance. This road, 
running from the western terminus of the 
Pennsylvania Railroad to Chicago, the great 
metropolis of the North-west, was an essen- 
tial link in the chain which was to bind 
together the Atlantic seaboard and the Mis- 
sissip]ji valley, and every a.ssistance possible 
was extended to secure its completion. Being 
four hundred and sixty-eight miles in length, 
(with its branches near six hundred, ) running 
through a new country comparatively unde- 
veloped, and having, above all, the rivalry 
of the Lake Shore lines, controlled by New 
York interests, to contend with, its con- 
struction was attended with many difficulties. 
Financial embarrassments at one time com- 
pelled a suspension of work upon it, and it 
was then that Mr. Thomson, of the Penn- 
sylvania Railroad, was elected president of 
the company. This was done to secure the 
weight of his high character and well-known 
experience for the temporarily [irostraled en- 
terprise, and he pledged his private fortune 
and credit to secure the fimds necessary for 
its completion. His labors and sacrifices were 
successfiil, and on Christmas day, 1858, it 
was completed and opened for business. By 
reason of the interest which the Pennsylvania 



18 



THE PENNSYLVANIA RAILROAD. 



Railroad Company held in the new road, 
it then had a practical through line from 
Philadelphia to Chicago. On the 7th of 
June, 1869, the Pittsburg, Fort Wayne 
and Chicago Railroad was leased by the 
Pennsylvania Railroad Company for nine 
hundred and ninety-nine years. This lease 
also included the branch road, called the 
Akron branch, from Hudson to Millersburg, 
Ohio, sixty-five miles in length, connecting 
with the coal fields in Summit county. By 
the same agreement the leases of the New- 
castle and Beaver Valley Railroad, the 
Lawrence Railroad, and the Massillon and 
Cleveland Railroad, all in Ohio, held by the 
Pittsburg, Fort Wayne and Chicago Com- 
pany for ninety-nine years, were transferred 
to the Pennsylvania Railroad Company. 
The latter also assumed the contracts and 
agreements existing between the former and 
the Cleveland and Pittsburg Railroad Com- 
pany and the Indianapolis and St. Louis 
Railroad Company. 

On the 6th of-November, 1867, the Pitts- 
burg and Steubenville Railroad was sold at 
auction, and purchased by the Pennsylvania 
Railroad Company. This road, which ex- 
tends from Pittsburg to Steubenville, Ohio, 
and is commonly called the "Pan-handle 
road," from the fact that it runs through 
the strip of West Virginia wedgeci in be- 
tween the State of Pennsylvania and the 
Ohio river, had an eventful and by no 
means agreeable financial history prior to 
the purchase mentioned. After that purchase 
it was promptly finished. The bridge over 
the Ohio river at Steubenville was built by 
a sejiarate company to connect the road 
with the Steubenville and Lidiana Railroad, 
extending to Columbus, Ohio. These three 
organizations were consolidated into one, 
under the title of the Pittsburg, Cincinnati 
and St. Louis Railroad, and the Pennsylvania 
Railroad Company becoming the owners 
of i majority of the stock, controlled the 
line. The Pittsburg, Cincinnati and St. 
Louis Railroad Company secured several 
connecting roads, completing lines toLidian- 
apolis, Indiana, and to Chicago and State 
Line, Illinois. These roads had previously 
been consolidated under the title of the 
Columbus, Chicago and Indiana Central Rail- 
road, and as such were leased by the Pitts- 
burg, Cincinnati and St. Louis Railroad on 
the ist of February, 1869. The Cincinnati 
and Muskingum Valley Railroad, after a 
varied experience, was sold and reorganized 



in 1869, and is now operated in the same 
interest. The St. Louis, Vandalia and Terre 
Haute Railroad, leased by the Terre Haute 
and Indianapolis Railroad, is operated jointly 
in the interest of that company and of the 
Pittsburg, Cincinnati and St. Louis Railroad. 

The Little Miami Railroad was secured 
through a lease to the Pittsburg, Cincinnati 
and St. Louis Railroad Company for ninety- 
nine years, on the ist of December, 1869. 
On the 24th of March, 1870, the Erie and 
Pittsburg Railroad, running through the 
north-western counties of Pennsylvania, was 
leased for nine hundred and ninety-nine 
years; and on the 25th of October, 1871, 
the Cleveland and Pittsburg Railroad was 
leased for the same length of time. 

During the same year the Pennsylvania 
Railroad Company purchased a controlling 
interest in the Jeffersonville, Madison and 
Indianapolis Railroad, extending from In- 
dianapolis to Louisville, Kentucky, with 
branches to Madison and Cambridge City. 
This acquisition gave them the control of 
the bridge over the Ohio river at Louisville, 
and afforded the lines of the company direct 
connection with the railroad system of the 
South-west. The Chartiers Railroad, extend- 
ing from Mansfield, on the Pittsburg, Cin- 
cinnati and St. Louis Railroad, to Washing- 
ton, Pennsylvania, was completed during 
1 87 1, — the Pennsylvania Railroad Company 
holding a majority of its capital stock. Fa- 
vorable contracts were also made with the 
Mansfield, Coldwater and Lake Michigan 
Railroad, whereby the control of that line 
was secured, and similar arrangements ef- 
fected with the Cairo and Vincennes Rail- 
road, for the purpose of obtaining access to 
the trade of Arkansas and south-western 
Texas, upon the completion of the Cairo 
and Fulton and the International Railroads. 
The Pennsylvania Railroad Company fur- 
nished the funds to build the bridge over the 
Ohio river at Cincinnati, and owns a ma- 
jority of its stock and all its bonds. The 
bridge was completed in April, 1872. 

These extensions and connections have 
contributed materially to the profitableness 
and stability of the Pennsylvania Railroad. 
In the annual report for 1868, after the effect 
of the system upon the welfare of the com- 
pany had been fully tested during the years of 
war, with its attendant embarrassments, the 
board of directors say that the wisdom of the 
investments made for these purposes "has 
been fully vindicated by the beneficial effect 



NEW JERSEY RAILROADS— SOUTHERN CONNECTIONS. 



19 



that the construction of the avenues thus 
facilitated with the trade centres of the West 
has had upon the revenues of the com- 
pany and the prosperity of Philadelphia." 

In 1866 the company originated the Con- 
necting Railroad, extending from Mantua, 
near Philadelphia, to Fraukford, on the 
Philadelphia and Trenton Railroad, for the 
purpose of decreasing the heavy cost of 
passing its New York and Eastern trade 
through Philadelphia, and in the expectation 
of returning to its roads much of the trade 
and travel which delays and obstructions had 
driven to other channels. The result was all 
that was anticipated in the way of business; 
while the road itself, having been leased 
to the Philadelphia and Trenton and the 
Camden and Amboy Companies, paid inter- 
est on its cost of construction from the time 
it was opened. In addition to the advan- 
tages stated, the control of these connec- 
tions has enabled the company to establish 
a uniform gauge of four feet nine inches 
throughout its railroad system, thus simplify- 
ing and facilitating its business. 

With its rapidly extending feeders in the 
West, and the consequent growth of its 
through carrying trade, came the necessity 
for increased facilities to New York City. A 
large portion of the trade of the Mississippi 
valley went to that port for shipment abroad, 
and the company found it impossible to ar- 
range with the New Jersey canal and rail- 
roads for the facilities it required. In 
consequence, its business was restricted, 
and the expense to shippers was necessarily 
increased. To remedy these evils, negotia- 
tions were opened in 1870 for the leasing of 
the railways and canals of the joint com- 
panies of New Jersey, and on the ist of 
December, 1871, the lease was consum- 
mated, for the term of nine hundred and 
ninety-nine years, by the delivery of those 
works to the Pennsylvania Railroad Com- 
pany. Since the Pennsylvania Railroad has 
controlled the lines between Philadelphia 
and New York, the improvement in the 
facilities afforded the traveling and trading 
public has been apparent to all who are 
familiar with these great channels of com- 
munication. 

These leased improvements, including the 
Philadelphia and Trenton Railroad, which is 
leased on the same terms, are now operated as 
a part of the great through line between New 
York and Pittsburg, under the title of "The 
United Railroads of New Jersey," and as 



such are styled 
a division of the 
Pennsylvani a 
Railroad. The 
works embraced 
in the lease are 
those of "The 
Camden and 
Amboy Rail- 
road and Trans- 
portation Com- 
pany," which 
was incorpo- 
rated on the 4th 
of February, 
1830; "The 
Delaware and 
Raritan Canal 
Company," in- 
corporated at 
the same time, 
and which, in , 
1 83 1, was con- \ 
solidated with . 
the Camden and ; 
Amboy Com- ■ 
p a n y ; " T h e ■ 
NewJerseyRail- ; 
road and Trans- i 
portation Com- ■] 
pany,"incorpo- ; 
rated on the 7th 
of March, 1832, 
and "The Bel- 
videre Delaware 
Railroad Com- 
pany, "incorpo- 
rated March 2d, 
1836. On the 
17th of March, 
1870, these com- 
panies were au- 
thorized to con- 
solidate their 
capital stocks, 
or to consoli- 
date with any 
other railroad or 
canal company 
or companies, in 
New Jersey or 
otherwise, with 
which they are, 
or may be, iden- 
tified ininterest, 
or whose works 
shall form, with 





l! 



m 



20 



THE PENNSYLVANIA RAILROAD. 



their own, contimions or connected lines; or 
to make such other arrangements for connec- 
tion or consolidation of business with any such 
company or companies, by agreement, con- 
tract, lease, or otherwise, as to the directors of 
said united companies may seem expedient. 
It was under the general provisions of this 
law that the works enumerated were leased 
to the Pennsylvania Railroad Company. 

As will be seen by the date of their incor- 
poration, these public works of New Jersey 
were commenced at an early period. The 
portion of the railroad between Newark and 
Jersey City was opened and operated with 
horse-power on the 15 th of September, 1834. 
It was not then deemed safe to use locomo- 
tives on the embankments extending over 
the marshes which lie between those cities; 
and not until those embankments were thor- 
oughly settled by time was steam-power 
considered secure upon them. The line was 
extended to Elizabethtown in 1835, to Rah- 
way in 1836, and opened through to Phila- 
delphia on the 1st of January, 1839. Previous 
to this the line of travel between Philadelphia 
and New York was via the Camden and Am- 
boy Railroad to South Amboy, and thence 
by steamboats, twenty-seven miles, to New 
York. This route continued to be a favorite 
with travelers until a recent period, — the trip 
on the boats being a pleasant feature in fair 
weather. 

Thus extending and growing in the East 
and West, the Pennsylvania Railroad Com- 
pany found a large passenger and freight 
business under its control which required 
an outlet at Baltimore and Washington, and 
a connection with the Southern Atlantic 
States. To meet this requirement, it pur- 
chased, several years ago, a controlling 
interest in the Northern Central Railroad, 
extending from Baltimore to Sunbury, in 
Pennsylvania, and having connections with 
the through New York lines and the Phila- 
delphia and Erie. The Northern Central 
road was of early origin, having been char- 
tered by the Maryland legislature, under 
the title of the Baltimore and Susquehanna 
Railroad, on the 13th of February, 1838. 
In 1854 the Northern Central Railroad 
Company proper was formed by the consoli- 
dation of various roads, forming a line to 
Harrisburg, Pennsylvania. About 1857 the 
road was completed. During its growth 
various projects were originated for the 1 
purpose of reaching tide-water at Baltimore, | 
and at an early period it projected the system : 



of underground communication which has 
now been completed. 

While the interest which the Pennsylvania 
Railroad Company had in the Northern 
Central gave it the required outlet at Balti- 
more, it was still cut off from Washington 
and the South, and about 1866 it took hold 
of the Baltimore and Potomac Railroad, 
an incompleted work which had been com- 
menced as early as 1853. Under the authority 
thus obtained, it completed the line to Wash- 
ington in 1873, ^"d the same year finished, 
through Baltimore, a tunnel connecting the 
roads under its control. 

This tunnel is one of the greatest enter- 
prises of the kind that has ever been exe- 
cuted. It is, including five hundred and 
fifty feet of open cuts, seven thousand five 
hundred and nineteen feet long. The mate- 
rials used in its construction are the best that 
could be procured. The side walls are of 
solid masonry, of Cockeysville marble, rock- 
faced, but dressed at beds and joints. The 
arch is built of five rings of brick and backed 
up with rubble masonry. At places where 
the bottom was composed of quicksands or 
yielding earth of any kind, an invert arch 
was constructed of four rings of brick. The 
construction of this is such that the weight 
of the sides of the arch press upon the brick 
work forming the invert arch, so that it 
would remain firm and stable even should the 
earth beneath it partially give way. About 
one million two hundred and fifty thousand 
feet of masonry and fifteen million bricks 
were used in its construction. The tunnel 
is laid with a double track of steel rails. 
It consumed about two years in building, 
and cost near two millions and a half of 
dollars. 

The completion of this great work gives 
the Pennsylvania Railroad Company admir- 
able freight and passenger facilities in Balti- 
more and Washington. Their depots are in 
the centre of business in those cities, and 
are accessible from all parts by street cars. 
The Union Tunnel, connecting the Phila- 
delphia, Wilmington and Baltimore Railroad 
with the Baltimore and Potomac Tunnel and 
road, was also completed in 1873, '^'''d 
enables the trains of the Pennsylvania Rail- 
road Company, between New York and 
Washington, to pass through without inter- 
ruption or delay. About the same time the 
roads now known as the Piedmont Air- 
Line Railroad, consisting of the Richmond 
and Danville Railroad, the Atlanta and 



WESTERN AND NORTH-WESTERN CONNECTIONS. 



21 



Richmond Air-Line Railroad, the North- 
western North Carolina Railroad, and the 
Roanoke Valley Railroad, were acquired by 
the Pennsylvania Railroad Company, and 
are operated in its interest. This line 
extends from Washington, by way of Rich- 
mond, Virginia, to Atlanta, Georgia, with 
branches to Salem and Goldsboro, in North 
Carolina, and is, with the exception of a 
link of eighty-two miles, under the control 
of this corporation. 

For the purpose of simplifying and render- 
ing more efficient the large Western interests 
of the Pennsylvania Railroad Company, and 
to secure, by a single management of those 
works, harmonious action, and at the same 
time to utilize the rolling stock upon them 
to the best advantage, a charter was pro- 
cured from the State of Pennsylvania, in- 
corporating the "Pennsylvania Company," 
to which all the interests of the Pennsyl- 
vania Railroad, west of Pittsburg, with a 
single exception, were transferred on the 
ist of March, 1871. The capital of the 
Pennsylvania Company was fixed at twelve 
millions of dollars, of which the Pennsyl- 
vania Railroad Company received eight 
millions of dollars, which sum fully covers 
the cost of all the lines and leases trans- 
ferred, with interest up to the time of 
transfer. This eight millions is preferred six 
per cent, stock, and is to participate in all the 
profits of the company above six per cent. In 
organizing the Pennsylvania Company, it 
was understood that the net revenues for 
1871, from the lines committed to its charge, 
were to be expended in their maintenance 
and improvement, and this was done to the 
great enhancement of the value of the prop- 
erty. Several additional lines of road have 
been leased by the Pennsylvania Company, 
under the restrictions of its charter, which 
requires that all such contracts and arrange- 
ments are to be submitted to, and ajiproved 
by, the directors of the Pennsylvania Rail- 
road Company ; and that none of them are to 
extend beyond the Mississippi on the west, or 
Chicago on the north-west. By this arrange- 
ment these extended feeders of the Penn- 
sylvania Railroad are concentrated under 
one management, over which it has the con- 
trol. The simplicity of the plan, as well as 
its effectiveness and economy, can be under- 
stood when it is stated that by it the general 
direction of near four thousand miles of 
railroad is intrusted to one experienced and 
competent head. 



More than a quarter of a century of well- 
directed effort had brought its fruit in the 
prosperous condition of the Pennsyhania 
Railroad Company, and it can readily be 
understood how the devotion and care of 
those who nurtured the enterprise in its in- 
fancy, carried it successfully through the years 
of experiment, and directed it in its great- 
ness, had taxed their physical and mental 
powers. Among the first to show the effects of 
this continued strain was Mr. Thomson, presi- 
dent of the company. By slow but marked 
degrees his system weakened, and about the 
commencement of the present decade the 
breaking of his splendid physique became 
apparent to those intimately associated with 
him. While his intellectual faculties re- 
mained unclouded, and his strong will 
evinced no signs of relaxing, yet the 
human machinery that for near fifty years 
they had propelled in the wearing grooves 
of railroad life faltered in its work, and, 
like a piece of mechanism worn out by 
continuous usage, refused at times to answer 
the demands upon it. At intervals more or 
less frequent he was compelled to yield the 
discharge of his duties to those whom, with 
his remarkable discrimination, he had col- 
lected around him. The habits of his life 
were, however, so strongly fixed that he 
could not throw off the cares of his official 
position. Willing hands and anxious hearts 
were always ready to relieve him, and con- 
siderate forethought was taxed to keep from 
his enfeebled frame constantly-recurring 
trials. But all was in vain. The brilliant 
career of success had run its cour.se, and, 
after a protracted illness, he died on the 
night of the 27th of May, 1874. 

To the American people his death, though 
not unexpected, came as a calamity. It was 
felt that the foremost man in the greatest 
industrial system of the continent had fallen. 
Clearly was it demonstrated, then, that John 
Edgar Thomson had no enemies. Rivalries 
had been engendered by his indomitable 
energy: jealousies had grown out of his 
almost unvarying triumphs: envy may have 
planted its sting in the breasts of some who 
had been distanced in the race ; but not one 
shaft of malice was aimed at the man who 
lay in the calm repose that comes to all the 
weary — -not one word of detraction was 
whispered over the narrow bed in which 
the exhausted leader had found rest. His 
untarnished honor was conceded by all : his 
unbending justice was everywhere admitted : 



22 



THE PENNSYLVANIA RAILROAD. 



his mental greatness and acquired abilities 
were unquestioned : his usefulness and energy 
as a director of the nation's material progress 
were not denied. The whole English- 
speaking world pointed with pride to the 
career of a man who, for so many years, 
had controlled millions of property entrusted 
to his management by others, and had never 
for one moment been faithless to his trust 
or forfeited the confidence of those who 
trusted him. 

Mr. Thomson was the son of the engineer 
who planned the first experimental railroad 
constructed in America. * Thoroughly trained 
and educated in the profession of his father, 
and inheriting a love for it, he commenced 
an active railroad career on one of the first 
important lines built in the United States, 
when only nineteen years of age, and con- 
tinued in the same line of duty for forty- 
seven years, rising by merit alone to the 
first position in his branch of service in 
America, and probably in the world. His 
reputation was established South as well as 
North, and, when chosen chief engineer of 
the Pennsylvania Railroad, he confe.ssedly 
stood at the head of his profession. He 
did more than any one man who ever lived 
to establish, create, and perfect the railway 
system of the American continent ; and it is 
not surprising that the strain of such duty, 
continued for near half a century, brought 
his life to a close before he had numbered 
the threescore and ten years allotted to 
mankind. The peculiar bent of his mind 
is illustrated by the fact that the larger 
portion of his fortune was devised for 
the foundation of an institution for the 
benefit of a class of people connected with 
the railways he had been instmmental in 
creating. 



* John Thomson, father of John Edgar Thomson, was a man 
of extraordinary energy and ability. His ancestors came from 
England, with William Penn, and settled in the vicinity of 
Philadelphia. He attained a high reputation as a civil 
engineer toward the end of the last century, and was em- 
ployed in the construction of some important works, among 
which w.as the DcLaware and Chesapeake canal. For several 
years he was in the service of the " Holland Land Company," 
an organization which controlled much of the land in north- 
western Pennsylvania, and while thus engaged, he. in 1793, 
encamped at Presque Isle, now Erie, and with one assistant, 
without other tools than usually attend an engineering expedi- 
tion, built the schooner " White Fish," which he conveyed by 
ox-teams from the Falls of Niagara to Lake Ontario, thence to 
where Oswego now stands, and up a small river to Oneida lake, 
passing through which, and carn.'ing his vessel again by land 
to the Mohawk, he followed that stream to the Hudson and 
thence to the Atlantic ocean. From this he entered the Dela- 
ware bay and reached Philadelphia, when his schooner was 
taken to Independence Square, where it remained imtil de- 
stroyed by decay. This was the first vessel that ever passed 
from Lake Erie to New York and Philadelphia. Mr. Thomson 
died in 1842. 



Noticeable traits of Mr. Thomson's 
character were reticence and taciturnity. 
Devoting all his life and his great natural 
abilities to the cultivation of one set of 
ideas, his accumulation of professional in- 
formation was enormous. This vast knowl- 
edge made him exceedingly cautious and 
careful, — conservative in his ideas and gen- 
erally slow to execute. But when his con- 
clusions were reached, and the emergency 
required it, he became grandly enterprising, 
and permitted no obstacle to stand in the 
way of success. His thoughts and opinions 
were rarely made known, while he displayed 
infinite patience in listening to the views, 
desires, hopes, fears, and plans of others. 
Actions spoke for him, — not words. He 
absorbed the knowledge of others, weighed, 
considered, and digested it thoroughly, and 
reached conclusions by cool, methodical 
reasoning. When convinced, he knew no 
hesitancy or doubt. The determination was 
as fixed as the laws of nature, and success 
appeared to come as a result of his faith. 
His conception of the future of American 
railroads seems now almost supernatural. 
For twenty years he marked out and reiter- 
ated in his annual reports the plan of the 
Pennsylvania Railroad Company, and he 
never deviated from that plan, — pursuing it 
persistently, patiently, and faithfully, until it 
was fully accomplished. To such a man 
system was everything ; and there can be no 
question that much of the success attending 
the Pennsylvania Railroad was owing to the 
almost military rigidity with which its work- 
ings were arranged and managed under his 
inspiration. He had that great faculty of a 
general — a good judgment of character and 
capabilities. In this he was rarely mistaken ; 
and, his confidence once placed, he was 
loyal to its recipients, never abandoning or 
failing to sustain them. This friendship 
was undemonstrative except in acts. He 
had few intimate associates outside of his 
own family, and was utterly indifferent to 
popular applause. His affections seemed 
centred in the great corporation he con- 
trolled, and whatever conduced to the suc- 
cess of that, present or remote, was the 
thing to be done, — the end to be attained. 
In this endeavor he established and built up 
a system of civil service for the Pennsylvania 
Railroad Company. Its employes were 
taught to understand that their services 
were appreciated, and their qualifications 
fully understood, by those controlling the 



J. EDGAR THOMSON. 



23 



corporation. Their pride was enlisted in 
its success, because they were considered a 
part of it, — not temporarily, but for all time, 
if the mutual obligations were satisfactory. 
They rose slowly from one grade to another, 
but it was generally their own fault if they 
did not rise at all. As a result, the carefully 
managed company has been a seminary of 
civil engineers, and has provided skilled 
managers for many of the successful rail- 
ways in the United States. 

Occupying the important business position 
he did, it was natural that Mr. Thomson's 
influence should be sought for many enter- 
prises. So far as these were for the general 
good, he cheerfully promoted them. One of 
his favorite objects was the thorough de- 
velopment of the mineral resources of Penn- 
sylvania, in the value of which he had 
unlimited faith. Every coal and iron field 
was thoroughly understood and appreciated 
by him ; and if the great corporation over 
which he presided could facilitate its de- 
velopment, the work was promptly done. 
The American Steamship Company of Phila- 
delphia was largely indebted to his sagacity 
and unwavering interest in the business of the 
city for its existence. As a member of the 
Park Commission of Philadelphia he gained 
the esteem of his associates, who have 
placed on record a tribute to his high char- 
acter as an engineer, a citizen, and a gen- 
tleman of many accomplishments. Other 
public bodies united in posthumous trib- 
utes to his sagacity and enterprise, leaving 
no room for doubt as to the re.spect and 
esteem his quiet, unobtrusive services had 
gained in the community where so many 
years of his laborious life were passed. 

The vacancy caused by the death of Mr. 
Thomson was filled by the election of Colonel 
Scott, first vice-president, to the presidency 
of the company, and led to the advancement 
of other officers. The number of vice-presi- 
dents was increased to three, each being 
charged with the performance of a special 
line of duties connected with the manage- 
ment of the company's affairs — these diver- 
sified responsibilities being so arranged as to 
secure a perfect working system of harmony 
and efficiency. Other promotions were also 
made without violating the rule of the com- 
pany — that merit and fliithfiil service are the 
essentials to advancement. The organiza- 
tion of the company, for the efficient and 
economical control of its business, is now 
more perfect than at any period of its history. 



Thus has been sketched, cursorily but ac- 
curately as to important events, the develop- 
ment of railroads from their origin down to 
the present time, when they may with truth 
be said to have superseded, in enlightened 
countries, all other means of general inland 
transportation; and particularly has the rise 
and progress of the Pennsylvania Railroad 
been dwelt upon. Some of the men continue 
to control that improvement who assisted to 
locate and build it, — who established its 
general policy, and have developed that 
policy until the road, which at first was but 
a link in a line between Philadelphia and 
Pittsburg, has become the greatest highway 
the world ever saw. Reaching Boston, the 
metropolis of New England, under favorable 
arrangements: with its eastern termini at 
New York, Philadelphia, and Baltimore — 
the manufacturing and commercial centres 
of the Atlantic sea-coast, and at Washington 
City — the capital of the nation: it unites 
them, by its own direct lines, with the cities 
of Pittsburg, Erie, Cleveland, Toledo, Chi- 
cago, Cincinnati, Indianapolis, Louisville, 
and St. Louis, the points of distribution, on 
the lakes and in the Mississippi valley, for 
the importations and manufactures of the 
East, and the outlets for the rich products 
of the West and South. Perfect connections 
are likewise made with St. Paul and Duluth — 
the gates to the North-west : with Omaha and 
Denver, — the portals to the auriferous and 
fertile territories: with the wonderful State 
of California, whose cities are concentrating 
the commerce of the Pacific islands and of 
Asia; and with Memphis, Mobile, and New 
Orleans, — the marts for the great South- 
ern staples. Every section of the country 
is now directly or indirectly penetrated — 
every product of its soil is accommodated — 
by the Pennsylvania Railroad. To transact 
its extended and diversified business, the 
company now owns and runs upon its own 
lines eleven hundred locomotives, one thou- 
sand cars devoted to passenger traffic, and 
twenty-six thousand in freight service. It 
owns two thousand miles of completed road, 
and controls nearly five thousand miles more. 
Its worksho])s cover an area of more than 
five hundred acres. It employs an army of 
twenty-five thousand men, many of whom 
are mechanics and experts of the highest 
skill. It has two hundred and twenty-two 
foreign ticket offices and agents (indei)end- 
ent of those at its own stations) established 
in thirteen different States. It has developed 



24 



THE PENNSYLVANIA RAILROAD. 




SAMPLE TRACK AND TRACK TANK. 



mines, created manufactories, and estab- 
lished commerce. All this has been accom- 
plished within a score of years, without 
causing a monetary or business panic, or 
itself becoming the victim of one. Its prin- 
ciples of operation are simplicity and sys- 
tem. It secures the best talent available, 
and cares for it when secured. It employs 
no drones and pays no supernumeraries : and 
it hesitates at no project, however stupen- 
dous, which has for its object the good of 
the country and the people. 

The managers of the Pennsylvania Rail- 
road Company have long recognized the 
importance of keeping the track of their road- 
ways in the best condition, and in late years 
have realized the necessity of bringing it to 
the highest attainable standard. Efforts in 
this direction convinced them that super- 
visors and track foremen were satisfied with 
an excellence far below their own ideas of 
perfection ; and, to remedy this, they adopted 
the plan of having each supervisor prepare, 
on his division, one mile of sample track, 
not limiting him as to cost, but requiring 
that it be made as perfect as possible. The 
officers, the supervisors, and the foremen 
then passed over these sample miles, care- 
fully examining each, and at the conclusion 
of this inspection the most experienced 
supervisors acknowledged they had never 
before known what a perfect track was. As 



the result of these experimental efforts, a 
standard of track construction and main- 
tenance was established, which has been in 
operation since on all the lines of the com- 
pany. Premiums are awarded, after careful 
annual inspection, to supervisors and fore- 
men who succeed in approximating most 
nearly the standard ; and each of the com- 
petitors for these distinctions is facilitated 
to compare his division with all others on 
the line, thus giving him the advantage of 
the efforts of all, and stimulating a laudable 
rivalry. Among the specifications published 
for the guidance of those in charge of track 
divisions are the following: 

"The track must be in good surface; on 
straight lines the rails must be on the same 
level, and on curves the proper elevation 
must be given to the outer rail and carried 
uniformly around the curve. This elevation 
should be commenced from one hundred to 
one hundred and fifty feet back of the point 
of curvature, depending on the sharpness of 
the curve, and increased uniformly to the 
latter point, where the full elevation is 
attained. The same method should be 
adopted in leaving the curve. The track 
must be in good line. The splices must 
be properly put on with the full number 
of bolts, nuts, stop-washers, and stop- 
chairs. The nuts must be screwed up 
tight. The joints of the rails must be 



CONSTRUCTION OF THE PENNSYLVANIA RAILROAD. 



25 



iMS>.> 






^|^^^iS^§PKS?S^^^:v - "x^^^S^^ 



^'-^'. 



CROSS-SECTION OF ROAD-BED. 



exactly midway between the joint-ties, and 
the joint on one line of rail must be opposite 
the centre of the rail on the other line of 
the same track. In winter a distance of 
five-sixteenths of an inch, and in summer 
one-sixteenth of an inch, must be left be- 
tween the ends of the rails to allow for 
expansion. The rails must be spiked both 
on the inside and outside on each tie, on 
straight lines as well as on curves. 

"Cross-ties must be properly and evenly 
spaced, sixteen ties to a thirty-foot rail, with 
ten inches between the edge of bearing sur- 
faces at joints, with inter- 
mediate ties evenlyspaced 
a distance of not over two 
feet from centre to centre, 
and the ends on the out- 
side, on double track, and 
on the right-hand side 
going north or west on 
single track, must be lined 
up parallel with the rails. 
The ties must not, under 
any circumstances, be 
notched, but should they 
be twisted, must be made true with the adze, 
and the rails must have an even bearing over 
the surface of the ties. 

"Switches and frogs must be kept well 
lined up and in good order. Switches must 
work easily and safety-blocks must be at- 
tached to every switch-head. The switch sig- 
nals must be kept bright and in good order. 

"Ballast must be broken evenly and not 
larger than a cube that will pass through a 
two-and-one-half-inch ring. There must be 
a uniform depth of at least twelve inches 
of clean broken stone under the ties. The 
ballast must be filled up evenly between, but 
not above, the top of the ties, and also be- 
tween the main tracks and sidings, where 
there are any. In filling up between the 
tracks, large stones must be placed in the 
bottom in order to provide for drainage, 
but care should be taken to keep the coarse 
stone away from the ends of the ties. At 
the outer ends of the ties the ballast must 



be sloped off evenly to the sub-grade. The 
road-crossing planks must be securely spiked ; 
the planking should be three-quarters of an 
inch below the top of rail, and two and 
one-half inches from the gauge line. The 
ends and inside edges of planks should be 
beveled off. 

" Ditches must be graded parallel with the 
track so as to pass water freely during heavy 
rains and thoroughly drain the road-bed. 
The lines must be made parallel with the rails 
and well and neatly defined. The necessary 
cross-drains must be put in at proper inter- 




CONNECTING JOINT. 

vals. Earth taken from ditches or elsewhere 
must be dumped over the banks and not left 
at or near the ends of the ties, but distributed 
over the slope. Earth taken out of the ditches 
in cuts must not be thrown on the slope. 
The channels or streams for a considerable 
distance above the road should be e.xamined, 
and brush, drift, and other obstructions re- 
moved. Ditches, culverts, and box drains 
should be cleared of all obstructions, and the 
outlets and inlets of the same kept open to 
allow a free flow of water at all times. 

"Telegraph poles must be kept in proper 
position, and trees near the telegraph line must 
be kept trimmed, to prevent the branches 
touching the wires during high winds. 

"All old material must be gathered up at 
least once a week, and neatly piled at jjroper 
points. Briers and undergrowth on the right 
of way must be kept cut close to the ground. 
Station platforms and the ground about sta- 
tions must be kept clean and in good order." 



26 



THE PENNSYLVANIA RAILROAD. 




LOCOMOTIVE AND TENDER, PENNSYLVANIA RAILROAD. 



The .Standard rail used on the Pennsylvania 
road is the steel rail, weighing sixty-seven 
pounds to the yard. These are connected 
together by a patent joint, so arranged as 
to hold the ends of the rails in place with- 
out possibility of the bolts becoming loose 
by jarring, and the perfect connection thus 
formed gives the effect of a continuous 
rail. 

The Pennsylvania Railroad was one of 
the first in this country to adopt iron in the 
construction of bridges; and on the portion 



principles of construction fully kept up to 
the highest standard of both European and 
American practice. The present bridges on 
the road, therefore, may justly take rank 
with any in the world for excellence and 
durability. In addition to the weekly, and 
sometimes almost daily, inspection of the 
bridges by those in charge of them, the 
engineer of bridges and buildings makes a 
thorough half-yearly inspection, carefully 
noting their condition and action under ser- 
vice, and suggesting any improvements and 




BAGGAGE CAR, PENNSYLVANIA RAILROAD. 



between Altoona and Pittsburg iron bridges 
were erected when the road was first opened. 
Wooden bridges have been gradually re- 
placed with iron structures on the other 
portions of the road as renewals were re- 
quired, until now there are only four wooden 
bridges remaining; and on the main line, 
between Philadelphia and Pittsburg, there 
are at present one hundred and seventy-three 
iron bridges. The plans for each bridge are 
carefully matured by the engineer of bridges 
and buildings before being ordered, and the 



repairs that may be necessary. According 
to the present practice, for small spans up 
to twenty feet, the bridges are constructed 
of solid-rolled "I" beams, two under each 
rail; from twenty to seventy feet length, 
built girders of boiler plate are used ; and 
for spans over seventy feet, open trusses. 
Wrought iron is used entirely, — no castings 
being employed except for ornamental work. 
There are eight tunnels on the main line, 
all carefully arched where necessary, of the 
following lengths in feet, respectively: — two 



;;iiliuarMfilMiHlimB 



Wf 



iiU 



#: i. 



I ! Ij ||||||.iii.;>7|>T,2i-^iTiiK-i^vjOTTt.;.c\, '< : "^v^iVXX) I :jv cliXT), 



is '^fji^ijm 







V. S. POSTAL CAR, PENNSYLVANIA k \1I.Rm\i 



CONSTRUCTION OF ROLLING STOCK. 



27 



:_u-_-a:_'n" 



zH M --lj--_=^^. 



y H- ^ 



'HUHlrfcJrlnlHtllrlrH^ 




PASSENGER CAR, PENNSYLVANIA RAILROAD. 



hundred; nine hundred; twelve hundred; 
thirty-six hundred and twelve (Allegheny 
moun'tain) ; six hundred and fifty; three 
hundred ; four hundred and fifty, and four 
hundred and fifty, — making an aggregate 
length of seventy-seven hundred and sixty- 
two feet, or near one mile and a half 

In the mechanical branch of the motive- 
power department there has been a con- 
stant and persistent effort to bring all en- 
gines, cars, and other machinery up to the 
highest standard of excellence. Engines 
were designed of different classes to suit the 



and machinery, and replacing worn-out parts 
with new. Since this practice was aban- 
doned, and the old engines thrown bodily 
into the scrap-heap, — new ones, built on 
uniform plans, taking their places and num- 
bers, — the cost of repairs per mile run has 
decreased from twelve and twenty-one one 
hundredths cents in 1866 to eight and six- 
teen one hundredths cents in 1872, and this 
notwithstanding the fact that the load of 
the engines has, during the same time, been 
very much increased. This result is the 
more remarkable, as all the new engines 




PARLOR CAR, PENNSYLVANL\ RAILROAD. 



work required of them, and all engines, 
whether built at the company shops or by 
private firms, are constructed after standard 
plans furnished from Altoona. This secures 
uniformity and interchangeability of the 
parts. 

The Pennsylvania Railroad Company has 
abandoned, for several years, the very general 
practice of "rebuilding" locomotives; that 
is, of reconstructing them on an altered 
plan, retaining a portion of the old boiler 



built to replace old ones have been charged 
to repairs. 

To suit the service upon the different 
parts of the line, it was, of course, necessary 
to have engines of several kinds or classes. 
These classes are known by the first eight 
letters of the alphabet, (see Appendix I.,) 
and, however plain in appearance and finish, 
are constructed with the greatest care ; the 
very best materials that can be procured 
being used without stint. 




SLEEPINC, CAR, PENNSYLVANIA RAILROAD. 



28 



THE PENNSYLVANIA RAILROAD. 




INTERIOR OF PASSENGER CAR. 



The boilers are made of soft crucible cast 
steel, great pains being taken to secure the 
best attainable quality. From every sheet 
of steel a test piece is taken, which is heated 
to redness and is then dipped in cold water, 
after which (while cold) it is bent double and 
hammered flat. Any sheet that will not bear 
this test is rejected. 

The tires, crank-pins, and guides of all 
the engines are of steel ; and on the passen- 
ger engines the connecting-rods, tender and 
truck axles are of steel also. 

The passenger cars of the Pennsylvania 
Railroad Company are built at its own 
shops, and, like the locomotives, are con- 
structed upon plans carefully prepared by 
the engineers of the company, the utmost 
pains being taken to make them safe, com- 
fortable, and handsome. In the consumma- 
tion of these objects no expense is spared. 
The body of the car is built of great 
strength, so that, in almost any kind of an 
accident, the person who is cool enough to 
keep his seat is sure to escape injury. 

In the construction of cars, as in everv- 



for weeks 



thing else, the de- 
sideratum of thecom- 
pany is to prevent 
accidents. As a most 
efficient means to 
this end, particular 
attention is given to 
the wheels and axles, 
and the trucks in 
general. 

The wheels are 
made upon the now 
well-established pro- 
( ess — the invention 
uf W. G. Hamilton 
— of combining cast 
steel with the very 
best grades of char- 
coal iron. In this 
manner a metal is 
produced which it is 
almost impossible to 
break. The wheels 
are also made of the 
double-plate pattern, 
which gives addi- 
tional security; for, 
>hould the smallest 
crack be discovered 
in either plate, the 
wheel is at once re- 
moved, although it 
without the slightest 



might run 
danger. 

In the highly important part — the axles — 
the effort for safety may be said to reach its 
climax. The journals are seven inches long 
and three and one-quarter inches in diam- 
eter. In the wheel the axle is four and 
three-quarter inches, and in the centre four 
inches in diameter. This proportion of the 
axle renders it nearly impossible to break 
inside the wheel, and makes the journal the 
weakest part of the axle. The breaking of 
a journal is of little consequence, as the 
arrangement of the safety-beams of the 
trucks is so thoroughly secure that after the 
journal has broken it will hold the wheel 
in its place for a distance of at least twenty 
miles, giving ample time to stop the train. 
Although the form of the axles is probably 
as perfect as any that has ever been pro- 
duced, yet the greater claim to excellence 
lies in the quality of the metal used in their 
construction. They are made from soft 
crucible steel out of Swedish charcoal iron; 
are carefully turned to the proper size 



CONSTRUCTION OF ROLLING STOCK. 



29 



throughout ; and 1 1. 
fore accepting them 
from the maker, uk 
subjected to the fol- 
lowing test: — From 
every lot of fitt\ 
axles, one is taken 
at random and test 
under a drop, weig 
ingeighteenhundrc 
and forty pound 
The axle is place 
upon supports thri < 
feet apart, and strui k 
in the centre. II 
the axle bears five 
blows, of twenty-five 
feet each, without 
breaking, the lot is 
accepted. As an il- 
lustration of the 
quality of the steel 
used, a fact may be 
mentioned. On the 
15th of November. 
1867, one of these 
axles was broke 
only after fourteei 
blows, of which thret 
were at thirty-fi\( 
feet, one at thirty 
six feet, two at thirty 




IMKKli.PK 111- h.LELI'ING CAK. 



eight feet, seven at thirty-nine feet, and the 
last at forty feet, the axle being turned over 
at each blow. The care of the company 
does not end here. Each axle in the passen- 
ger equipment department has an individual 
number, and the date on which it was placed 
in service stamped upon its ends ; these are 
recorded in the office of the superintendent 
of motive power. These records are regu- 
larly inspected, and as soon as an axle is 
found to have been under a passenger car 
eighteen months it is ordered into the freight 
service, although it may be as good as new. 
For safety, as well as to render the pas- 
senger cars more cheerful, they are lighted 
with ordinary coal gas, condensed to a pres- 
sure of two hundred pounds per square inch, 
and carried in small steel tanks suspended 
under the floors of the cars. They are heated 
by stoves securely bolted to the floor, the 
fire-doors having gratings, which effectually 
prevent the escape of the fire in case the car 
should be upset. All passenger trains on the 
Pennsylvania Railroad are equipped with the 
" Westinghouse Air-Brake," an invention 



which has been pronounced by every promi- 
nent railroad mechanic who has examined it 
the most perfect brake in the world. The use 
of this brake places the train entirely under 
the control of the engineer, and he can, by a 
simple movement of the hand, apply it 
with the utmost force, so as to almost in- 
stantly stop the train, or graduate it to any 
speed. He can as readily release the brake, 
so that, in case of danger, he can not only 
stop his train, but back it at once. All this 
is accomplished without any jar. The Lon- 
don "Times," in describing an experiment 
with this brake in England, said: — "Itschief 
advantages are that it is very simple, very 
powerful, always ready, and capable of being 
applied instantaneously by the engine-driver 
himself, and this at the first suspicion of dan- 
ger." Some of the experiments made with 
this brake on the Pennsylvania Railroad have 
been wonderfid in their results. On the 1 7th 
of September, iS6g, a train of six cars, nni- 
ning down a grade of ninety-five feet to the 
mile, at the "Horseshoe Bend," on the 
Allegheny mountain, at the rate of thirty 



so 



THE PENNSYLVANIA RAILROAD. 




INTERIOR OF PARLOR CAR 

miles an hour, was brought to a stand-still, 
in the presence of the Master Mechanics' As- 
sociation, in a distance of four hundred and 
twenty feet. At Altoona, the same train was 
stopped in less than its own length. Recently 
improvements have been made to this brake, 
by which it can be applied from the interior 
of any car of a train, or upon the accidental 
severing of the train it will apply itself; and 
at a trial on the eastern division of the Penn- 
sylvania Railroad, made on the 20th of May, 
1873, the following results were obtained: 

After some experiments similar to those 
given, and with like results, a trial was made 
by applying the brake from the interior of 
one of the cars. The rate of speed was 
thirty-five miles an hour, and the stoppage 
took place in fifteen seconds and five hundred 
and six feet. The next experiment was made 
by uncoupling five cars while going thirty 
miles an hour. The five cars suddenly un- 
coupled stopped in eleven and eight-tenths 
seconds and in three hundred and sixty-seven 
feet, — the locomotive and the rest of the cars 
stopping in about the same time. 



Two experiments 
\\ere then made by 
severing the loco- 
niotive from the 
train. In the first, 
ihe rate was forty 
iiiles, time ten and 
a half seconds, and 
distance two hun- 
dred and sixty-five 
fi-et ; and in the sec- 
md trial, the rate 
«as forty-six miles, 
time ten and a half 
^-econds, and dis- 
tance two hundred 
and sixty-five feet. 
A trial was then 
made to stop the 
train by suddenly 
applying the brake 
in one of the cars, 
the engine remaining 
open and working 
ihead. The train 
«as then traveling 
It about thirty-six 
miles an hour, and 
was still fifteen and 
eight-tenths seconds 
after the brake was 
applied, having gone 
five hundred and two feet in that time. Two 
full stopswerethen made in succession, to test 
the time required to get the train in motion 
from a state of rest. In the first trial the 
time was four and a half seconds, and in 
the .second two and eight-tenths seconds. 

Attached to the brake, and under each 
car, an iron arm projects downwards, its 
lower end being about six inches from the 
level of the rails. In the event of the car 
running off the track the wheels would 
naturally sink, and the bottom of the arm 
coming in contact with the ground imme- 
diately causes the brake to operate. This 
was tested by placing an obstruction on the 
track, high enough to catch the arm, which, 
when it was reached, brought the train to a 
halt in a few seconds. 

These tests demonstrate the power and effi- 
ciency of the " Westinghouse Air-Brake." 
The Pennsylvania Railroad Company was 
the first to adopt it, a,nd its managers have 
extended every facility for its improvement. 
The consequence is that their road receives 
the full benefit of the invention, and all the 



BLOCK-SIGNAL STATIONS. 



31 




BLOCK-SIGNAL STATION. 



security it gives to the traveling public is 
enjoyed by their customers. 

The "Wharton Patent Switch" — to the 
inventor of which a prize medal was recently 
awarded by the Franklin Institute of Phila- 
delphia — is also adopted and used by the 
company. This switch is the only one in 
the world that enables a railroad to grant 
switch facilities without breaking the main 
track. Perfect security is thus given to 
trains, even if the switch is, by accident, left 
wrong; and not the slightest incumbrance 
to a passing train is presented should the 
switch be fastened wrong or not fastened at 
all. 

Another improvement in use upon the 
road is the track tank, which enables a loco- 
motive to supply itself with water while the 
train is in motion. This is an English in- 
vention, and in practice here is found to 
work satisfactorily. Heretofore much time 
has been lost by the frequent stoppages ne- 
cessary to fill the water-tank; and, in con- 
sequence, express trains had to acquire an 
extremely high rate of speed between sta- 
tions to make up for this loss. As now 



arranged, but two stoppages are necessary 
between Philadelphia and Pittsburg — at Har- 
risburg, after a run of one hundred and live 
miles, and at Altoona, after a run of one 
hundred and thirty-two miles, leaving a run 
of one hundred and seventeen miles to Pitts- 
burg. Through passenger trains are made 
up of weight suited to the capacity of the 
locomotives, and these now average a regu- 
lar rate of speed per hour over the entire 
road, — the gradients to be overcome pre- 
senting no obstacle to the regularity of pro- 
gress. The fastest trains, therefore, present 
the paradox of not actually attaining as high 
a rate of speed as those occupying more 
time in a through trip. 

As an additional safeguard, the Pennsyl- 
vania Railroad Company has adopted the 
system of block signals, which may be de- 
scribed as follows: — The road is divided 
into blocks between telegraph stations. 
These blocks are under the charge of the 
telegraph-operators, who di.splay signals, 
elevated so as to be plainly seen by engine- 
men and others in charge of trains — red 
indicating danger; blue indicating caution 



32 



THE PENNSYLVANIA RAILROAD. 



necessary; and white indicating safety, or 
that tlie track of the block is clear. These 
signals are operated from both directions, and 
their use renders it absolutely impossible for 
accidents to occur by trains overtaking or 
running into each other. The danger of 
collision is obviated by the double track. 

The rules governing the transportation 
department of the Pennsylvania Railroad 
are so complete and perfect that they are 
presented in detail in Appendix II. These 
rules were prepared by Mr. A. J. Cassatt, 
when general manager, and approved by the 
board of directors early in 1873. In pre- 
senting them to the employes of the road, 
Mr. Cassatt says: 

"All officers, agents, and employes are 
hereby informed that they are required by 
these rules and regulations, and by their 
own interest, as well as the interest of the 
company, to be polite and considerate in 
their intercourse with the patrons of the 
road. The reputation and prosperity of the 



road depend greatly upon the promptness 
with which its business is conducted, and 
the manner in which its patrons are treated 
by the officers and employes. They must 
always remember that in accepting office or 
position in the service of the company they 
are bound thereby to obey strictly the rules 
and regulations issued from time to time by 
their superior officers." 

An effort has been made to present, in this 
introductory chapter, such information on the 
history of railroads as seemed essential to a 
proper understanding of the subject, and to 
compile a statement of facts that would give 
a just comprehension of the Pennsylvania 
Railroad in all its ramifications. In the 
succeeding portions of the work the history, 
industries, and statistics of all cities, towns, 
and stations reached by the road and its 
branches, in New Jensey and Pennsylvania, 
together with sketches of scenery and other 
objects of interest along its lines, will be 
given. 



NEW JERSEY DIVISION-MAIN LINE. 




NEW YORK liAV, KROM PIER I. 



New York — the first city in popula- 
tion, wealth, and commercial importance in 
America — is built upon Manhattan Island, at 
the confluence of the Hudson and East 
rivers, — the latter of which is but little 
more than an inlet of the ocean. The 
island is thirteen and a half miles in length, 
and about two miles in width at the widest 
part. It is all embraced within the cor- 
porate limits of the city, and before many 
years will be compactly built up. Improve- 
ment of the upper end of the island has 
been retarded by the difficulty of establish- 
ing speedy and certain means of communi- 
cation with the lower end, where business 
is now concentrated ; but this obstacle prom- 
ises to be overcome by the construction of 
elevated and underground railways. The 
limited territorial area available for building 
purposes on the island has driven thou- 
sands who do business in New York to seek 
residences elsewhere, and has materially con- 
tributed to the building uj) of numerous large 



suburbs, such as Brooklyn, Williamsburg, 
and Jersey City. These suburbs are essen- 
tially parts of New York — mainly deriving 
their population from her surplus, and reflect- 
ing her prosperity. 

The general aspect of New York is not 
only metropolitan but cosmopolitan. All 
varieties of architecture are seen in her 
buildings, and natives of every land are 
found among her people. The din of 
traffic never ceases, and the hurry and ex- 
citement of business rarely abates. A large 
portion of the commerce of the world 
is tributary to her, and the wealth of a 
continent is continually pouring into her 
coffers. With these resources at her com- 
mand, it is altogether within the range of 
probability that she will ultimately become 
the greatest commercial emporium in the 
world. 

The city o( New York w-as one of the first 
European settlements made on the American 
continent, being colonized in 1614 by an 



34 



THE PENNSYLVANIA RAILROAD. 



expedition of two ships from Holland, com- 
manded by Captains Adrian Block and Hen- 
drick Christianse. This was about fifty 
years after the settlement of St. Augustine, 
in Florida, by the Spaniards; seven years 
after the colonization of Jamestown, Vir- 
ginia, and six years before the landing of 
the Pilgrims at Plymouth, Massachusetts. 
The island upon which this settlement was 
made was first visited, in i6og, by Henry 
Hudson, an English mariner in the service 
of the Dutch East India Company. Hudson 
had sailed from England in 1607 in search 
of the north-west passage to India, but after 
two years of fruitless endeavor to penetrate 
the ice-barriers of the North, his patrons 
abandoned the enterprise, and he tendered 
his services to what he considered a more 
adventurous people. He returned to the 
American shores in a schooner-yacht, called 
the "Half-Moon," and entered the Narrows 
on the 3d of September, in the year above 
stated. Heckewelder, the Indian historian, 
describes the natives as greatly perplexed 
and terrified when they beheld the apjiroach 
of the strange object — the ship in the offing. 
They deemed it a visit from the Manitou, 
coming in his big canoe, and began to pre- 
pare an entertainment for his reception. 
"By and by the chief, in red clothes and a 
glitter of metal, with others, came ashore in 
a smaller canoe, mutual salutations and 
signs of friendship were exchanged, and 
after a while strong drink was offered, which 
made all gay and happy. In time, as their 
mutual acquaintance progressed, the white- 
skins told them they would stay with them 
if they allowed them as much land for culti- 
vation as the hide of a bullock, spread 
before them, could cover or encompass. 
The request was gratified, and the pale men 
thereupon, beginning at a starting-point on 
the hide, cut it up into one long-extended, 
narrow strip, or thong, sufficient to encom- 
pass a large place. Their cunning equally 
surprised and amused the confiding and 
simple Indians, who willingly allowed the 
success of their artifice, and backed it with 
a cordial welcome." Such was the acqui- 
sition of the site of New York, on the island 
caWed Afan/ia/ta/i, — an Indian name, signify- 
ing "the place where they all got drunk." 
Hudson proceeded to explore the river 
which now bears his name, and after sailing 
up to the present site of Albany, returned 
to Manhattan and immediately sailed for 
Europe, where his report of the newly-dis- 



covered land led to the formation of the 
colony already mentioned. 

" New Amsterdam," as the settlement was 
named by the Dutch, had a checkered his- 
tory. The English, without any claim of 
right, took it in 1664, but the Dutch suc- 
ceeded in recovering it in 1673. About one 
year afterward the Duke of York — to whom 
it had been given by Charles the Second 
when the English claimed possession of it — 
seized it, and it was named New York in his 
honor. Prior to British rule, the city was 
laid out in streets, some of them as crooked 
as the paths made by the roaming cattle, 
and "contained one hundred and twenty 
houses, with extensive gardens." In 1677 
it comprised three hundred and sixty-eight 
houses, and the assessed value of property 
was ninety-five thousand pounds sterling. 
"During the military rule of Governor 
Colve, who held the city for one year under 
the above-mentioned capture for the States 
of Holland, everything partook of a military 
character, and the laws still in preservation 
at Albany show the energy of a rigorous 
discipline. Then the Dutch mayor, at the 
head of the city militia, held his daily 
parades before the City Hall (Stadt Huys), 
and every evening at sunset he received 
from the principal guard of the fort — called 
the hoofd-wagt — the keys of the city, and 
thereupon proceeded with a guard of six to 
lock the city gates, then to place a burger- 
wagt — a citizen guard — as night-watch, at 
assigned places. The same mayor also went 
the rounds at sunrise to open the gates and 
to restore the keys to the officers of the 
fort." 

In 1683 the first constitutional assembly, 
consisting of a council of ten and of eighteen 
representatives, was elected to assist in the 
administration of the government. In 1685 
the Duke of York ascended the throne of 
Great Britain, with the title of James II., 
and immediately signalized himself by for- 
bidding the establishment of a printing-press 
in the colony which was named in his honor. 
This system of tyranny was continued by 
the king, and culminated in a few years in 
a popular uprising, which proclaimed Jacob 
Leisler, a Dutch merchant, leader, and in- 
vested him with the reins of government. 
Leisler summoned a convention of deputies 
from those portions of the colony over which 
his influence extended, levied taxes, and 
adopted other governmental measures. But 
his rule was of brief duration, for his meas- 



NEW YORK. 



35 



ures awakened the bitterest prejudices. 
In less than two years the experiment of 
free government was abandoned and the 
"king enjoyed his own again." Leisler 
was executed for high treason in May, 1691. 
With the commencement of tlie eighteenth 
century New York entered upon tliat course 
of enterprise and success which has ever 
since distinguished the city. Education, 
which had been entirely neglected, was 
provided for by the establishment of a free 
grammar school in 1702. In 1725 the first 
newspaper made its appearance, and four 
years later the city received the donation of 
a public library of one thousand six hundred 
and forty-two volumes from England. In 
1732 a public classical academy was founded 
by law, and with the advance of general 
intelligence came a higher appreciation of 
popular rights. A charter for the city was 
granted by George II. in 1 730. 

One of the darkest pages in the history of 
the city is that which records the events of 
I 741. On the 17th of March of that year 
was discovered an alleged plot of the negro 
slaves to burn the city and murder the 
inhabitants. New York then contained a 
population of about twelve thousand, of 
which one-sixth were slaves. Many of the 
supposed conspirators were arrested, and 
their trials continued for two years. Thir- 
teen of them were burned at the stake, 
eighteen were hanged, and many were sold 
in the West India Islands. It was charged 
at the time that the plot was instigated by 
Catholic priests, but no evidence was ever 
adduced to substantiate the allegation, and 
it is even doubted whether any plot of the 
negroes existed. A late writer pronounces 
it "a cruel and bloody delusion, under which . 
judges and lawyers prostituted their stations. " 
A long system of injuries and usurpa- 
tions on the part of the crown now began 
to produce its natural fruit, and New York 
was not behind her sister colonies in de- 
nouncing the aggressions of the mother coun- 
try and preparing for resistance. In 1 765 a 
congress of delegates met in the city and 
prepared a declaration of the rights and 
grievances of the colonies. The events 
which followed are a part of the nation's 
history, and cannot be dwelt upon in a work 
like this. The war came, and with it a new 
experience for New York — that of military 
occupation by an enemy. On the 28th of 
June, I 776, the British army and fleet, which 
had been driven from the citv and harbor of 



Boston, entered the southern bay of New 
York. The troops were landed on Staten 
Island. On the 2 2d of August the British 
forces crossed the Narrows and encamped 
near Brooklyn, where the American army 
was stationed. The battle of Long Island 
ensued, in which the Americans were entirely 
defeated. Washington, with consummate 
skill, crossed the East river the succeeding 
night without observation, but the previous 
disasters and the subsequent landing of the 
British troops rendered it impossilile to save 
the city. For eight years New York was the 
headquarters of the British troojis in America 
and the prison-house of American captives. 
Public buildings were despoiled and churches 
converted into hospitals and prisons. The 
"Old Dutch Church," on Nassau street, 
which at a later period was for many years 
the post office of the city, was used by the 
British as a riding-school for their cavalry. 
But the day of relief came, and the British 
army evacuated the city on the 25th of 
November, 1783, after the independence of 
the United States had been acknowledged. 
This day has been celebrated by the local 
military ever since. 

With the independence of the coimtry 
began a new career of prosperity for New 
York. Her commerce, and with it her 
population, grew rapidly. New enterprises 
developed new energ)- ; and it was not many 
years before she assumed the first rank in 
American cities — a position she has ever 
since maintained. 

The first government of the United States 
was organized in New York; and in April, 
1789, General Washington was inaugurated 
the first President, in the gallery of the 
"Town Hall," on Wall street, on the site of 
the present United States trea.sury building. 
This ceremony took place in the presence of 
an immense concourse of citizens. Dr. Duer 
thus describes the scene of the inauguration : 
"This auspicious ceremony took place 
under the portico of Federal Hall, ui)on the 
balcony in front of the Senate chamber, in 
the immediate presence of both Houses of 
Congress, and in full view of the crowds 
, that thronged the adjacent streets. The oath 
was administered by Chancellor Livingston, 
and when the illustrious chief had kissed 
the book, the chancellor, with a loud voice, 
proclaimed, 'Long live George Washington, 
President of the United States.' Never shall 
I forget the thrilling effect of the thundering 
cheers which broke forth, as from one voice, 



36 



THE PENNSYLVANIA RAILROAD. 




1;K(1AIi\VAY, I ROM THE NI'.W MIST OFFICE. 



peal after peal, from the assembled multitude. 
Nor was it the voices alone of the people 
that responded to the announcement ; their 
hearts beat in unison with the echoes re- 
sounding through the distant streets ; and 
many a tear stole down the rugged cheeks of 
the hardiest of the spectators, as well I noted 
from my station in an upper window of the 
neighboring house of Colonel Hamilton." 
Space will not permit an extended notice 
of the events in the history of New York 
during the present century. A brief re- 
sume alone can be given. In 1807 a steam- 
boat was built here to navigate the Hudson. 



It was called the " Clermont," and was con- 
structed and commanded by Robert Fulton, 
who was assisted in the enterprise by Chan- 
cellor Livingston. This was the successful 
beginning of steam navigation. In 1825 the 
Erie canal was opened, and gave a great 
impetus to the trade and commerce of the 
port. In 1832 the Asiatic cholera appeared, 
and four thousand three hundred and sixty 
persons fell victims to the disease. In 1835 
the great fire occurred, which destroyed, in 
one night, more than six hundred buildings, 
and property to the value of twenty millions 
of dollars. In 1842 the Croton Water-works 



NEW YORK. 



were completed; and in 1853 the World's 
Fair was opened in the Crystal Palace erected 
for the purpose. 

The New York of to-day has but little left 
to mark it as the city of a few decades ago. 
Her old buildings have been swept away by 
the irresistible tide of improvement, and 
palace-like structures have sprung up to cover 
and obliterate the pasture-fields of the last 
century. Her beautiful harbor is filled with 
vessels of every character and clime, — the 
mighty steamer, pulsating like a thing of 
life, as it bears its freight of hopes and happi- 
ness; the stately ship, spreading its wing-like 
sails to soar away after the treasures of the 
antipodes; the bustling little tug, puffing and 
blowing as it seeks out its prize and hurries 
it away ; the beautiful yacht, all brightness 
and grace, dancing over the waves as lightly 
as fairy feet trip upon its polished deck; the 
gigantic ferry-boat, pursuing its irresistible 
course, carrying thousands to experiences 
of joy and sorrow, — all these go to make 
up a scene which Henry Hudson, as he lay 
rocked in the "Half-Moon," never could 
have imagined in his wildest flight of fancy. 

The reader will not expect to find this a 
guide-book to the city. In every room of 
every hotel, and upon every news-stand, such 
will be found, carefully compiled and reli- 
able. A few only of the most prominent 
features of the metropolis can be noticed 
here, and first of these is Broadway, the 
main avenue of the city. 

This magnificent street, which is undoubt- 
edly one of the finest in the world, com- 
mences at the Battery* — the extreme south- 
ern point of the island — and runs north 
through the heart of the city for a distance 
of about four miles. Like a river, it receives 
into its channel the traffic and travel of 
hundreds of thoroughfares, and then pours 
the hurrying, seething tide through the busi- 
est part of the metropolis. The crowd 
culminates, probably, at the lower portion 
of the park, where the Bowery intersects 
with Broadway. Here, from morning until 



*The Battery is so called from the circumstance of its being 
the site of the battery and ravelins of old Fort George, built 
by the English in colonial times. It is in the form of a crescent, 
and is delightfully shaded. The circular building at the water's 
edge is called Castle Garden, and was formerly a fort called 
Castle Clinton, in honor of Governor Clinton, of the State of 
New York. It was built by the Federal Government in 1807, 
and used as a fortification until 1823, when it w.as ceded to the 
city. In later years Castle Garden was used for concert pur- 
poses. Here Jenny Lind first sang before an .American audience, 
and the famous orchestra of Julien delighted and instructed 
thousands. The building is now used by the commissioners of 
emigration. 



night, there is moving by an ever-changing 
procession of vehicles that have poured into 
the great artery from a thousand tributaries, 
and to cross this often-jammed highway re- 
quires from the pedestrian no little care and 
agility. Throughout its entire extent it 
is lined with magnificent buildings devoted 
to trade and business, with here and there 
an exceptional structure, such as Trinity 
Church, at the head of Wall street; St. 
Paul's, at the corner of Vesey street ; and 
Grace Church, at the corner of Tenth street. 
No street in the world can show such an 
array of "signs" as gild the sides of Broad- 
way. From the sidewalks to the roofs of 
the buildings they garnish every story and 
glare in every angle. Most of the principal 
hotels, and many of the places of amusement, 
are on Broadway. 

Next to Broadway, the handsomest and 
most attractive street is the Fifth avenue, 
which is principally occupied with magnifi- 
cent residences. The same may be said of 
Sixth and Seventh avenues and numerous 
cross streets "up town," which, though 
probably less aristocratic than the Fifth, are 
its rivals in beauty. Union and Madison 
Squares are great attractions to the city, 
blooming forth, as they do, in all the loveli- 
ness of umbrageous trees, trained shrubbery, 
fragrant flowers, smooth walks, and graceful 
statuary, in the midst of a wilderness of 
buildings. There are several other squares in 
different parts of the city, but none of them 
require any particular notice, or will be 
likely to attract the attention of a stranger. 

Central Park is the great attraction of New 
York in the summer months, and it deserves 
the praises so lavishly bestowed upon it. It 
occupies the parallelogram included within 
Fifty-ninth street on the south, One Hundred 
and Tenth street on the north. Fifth avenue 
on the east, and Eighth avenue on the west. 
It is two-and-a-half miles long, about half a 
mile wide, and contains eight hundred and 
forty-three acres, of which one hundred and 
forty-one acres are occupied by the Croton 
reservoirs, over forty-three acres by the 
waters of the park, and of the remaining 
space one hundred and three acres are in 
drives, bridle-roads, and walks. The cost of 
the land embraced in the park was five mil- 
lion twenty-eight thousand eight hundred 
and forty-four dollars, and the total expendi- 
tures for construction, from the commence- 
ment of work in 1857 up to 1872, was seven 
million four hundred and nineteen thousand 



38 



THE PENNSYLVANIA RAILROAD. 




FIFTH AVENtlE, ABOVE MURRAY HILL. 



seven hundred and ninety-eight dollars, 
making a total cost of twelve million four 
hundred and forty-eight thousand six hundred 
and forty-two dollars. When the improve- 
ment was commenced, it was one of the most 
forbidding spots that can be conceived, being 
little else than a huge marsh, relieved here 
and there by patches of trap-rock, and utterly 
destitute of natural beauty : now it is, in 
attractiveness, excelled by few parks in the 
world. It contains about fifteen miles of 
carriage roads, eight miles of bridle-paths, 
and twenty-five miles of walks. There are 



three ponds in the park, upon which boats 
ply in the summer, and which are open to 
skaters in winter. A special feature are the 
archways and bridges, of which there are 
over thirty, and no two of them are alike. 
The mall — a spacious promenade running due 
north and south, and terminated by the ter- 
race, where music is given in summer; the 
ramble; the reservoirs; the casino; the art 
gallery; the menagerie; the aviary; are at- 
tractions that should be seen by every visitor 
to the metropolis. 

The charitable and benevolent institu- 



NEW YORK. 



39 







MADISON AVENUE AND I'ARK. 



tions of New York are numerous and well 
worth attention and examination. They 
will be found, as a rule, to be admirably 
arranged, liberally supported, and embrace, 
in their range of charity, provision against 
almost all human ailments. The Hotel for 
Working-women stands on Fourth avenue, 
between Thirty-third and Thirty-fourth 
streets, and is an imposing structure, well 
adapted for the purpose of its construction 
— to provide a home for working-women, 
where they may enjoy every comfort at 
the least possible cost. The New York 
Lunatic Asylum is at Bloomingdale, be- 
tween One Hundred and Fifteenth and 
One Hundred and Twentieth streets. The 
grounds include about forty acres, hand- 
somely and tastefully laid out. In location, 
arrangement, and in all other respects, it 



furnishes an elegant retreat for its unfortunate 
inmates. The New York Orphan Asylum 
is beautifully situated on the bank of the 
Hudson, between Seventy-third and Seventy- 
fourth streets. Its grounds occupy about 
nine acres, and in its design and appoint- 
ments it is a noble charity. The Institution 
for the Deaf and Dumb is on AVashington 
Heights, and is liberally endowed and well 
managed. The Institution for the Blind 
occupies the block between Thirty-third 
and Thirty-fourth streets and Eighth and 
Ninth avenues, and is a beautiful specimen 
of architecture. The Cooper Union occupies 
the block bounded by Seventh and Eighth 
streets and Third and Fourth avenues. It 
contains a large and well-supplied reading- 
room, a library, an art gallery, and a number 
of instruction and lecture rooms, free to all 



NEW YORK. 



41 




BETHESDA FOUNTAIN, CENTRAL PARK. 



who choose to avail themselves of the advan- 
tages therein offered. A large hall in this 
building is a favorite place for holding public 
meetings, and is rented for that purpose. 
The Astor Library, on the eastern side of 
Lafayette place, founded by John Jacob 
Astor, contains over one hundred thousand 
volumes, and is free to all persons over six- 
teen years of age for consultation only. The 
Five Points House of Industry occupies the 
site of the " Old Bowery," once noted in the 
criminal annals of the city, a little east of 
Broadway, on Worth street, and is a useful 
and beneficial reformatory school. There 
are many other instittitions of a similar char- 
acter to those noted, the names and locations 
of which will be found in every guide to the 
city. 

A feature of New York are the islands that 
dot the bay, all of which are utilized by 



the city or national governments. Those 
under the jurisdiction of the United States 
are Governor's Island, at the entrance to 
East river, upon which are Castle William, 
Fort Columbus, and South Battery ; Bed- 
loe's Island, where Fort Wood is built, and 
Ellis' Island, the site of Fort Gibson. The 
city owns Blackwell's, Ward's, and Randall's 
Islands. Blackwell's Island is a narrow 
strip of land one and three-quarter miles 
long, embracing one hundred and twenty 
acres, in the East river, and extends from 
opposite East Forty-eighth street to Eighty- 
third street. On this island are the Charity 
Hosjiital, Small-pox Hospital, Fever Hospi- 
tal. Infants' Hospital, Hospital for Incurables, 
Hospital for Epileptics, Hospital for Para- 
lytics, Penitentiary, Almshouse, Workhouse, 
and Lunatic Asylum. Ward's Island, con- 
taining two hundred and twenty acres, is at 



42 



THE PENNSYLVANIA RAILROAD. 




IN THE RAMBLE, CENTRAL PARK. 

the junction of East and Harlem rivers, op- 
posite One Hundredth and One Hundred and 
Fourteenth streets. It contains a Hospital 
for Emigrants and a Lunatic Asylum. Ran- 
dall's Island is a short distance north of 
Ward's. On it is a nursery, in which chil- 
dren over two years old are placed and kept 
imtil their parents or guardians are able to 
provide for them. A school for idiot chil- 
dren is also located on this island. All 
these islands are under the charge of the 
commissioners of charities and corrections. 
A good view of the islands can be had by 
taking one of the steamboats from Peck slip 
for Harlem. 

Any sketch of New York would be incom- 
plete that did not mention its hotels. These 
are more numerous, extensive, and magnifi- 
cent than those of any other city in the 
world. The business of the city is of such 
a character as to attract, at all seasons of the 



year, a large number of strangers 
from all portions of the Union and 
from every country in the civilized 
world. To accommodate this im- 
mense and continuous floating popu- 
lation, extensive hotel accommoda- 
tions are necessary, and the enterprise 
of the city meets the requirement. 
The structures erected for the pur- 
pose have become the models for 
every land, and in London, Paris, 
and other European cities, they have 
been closely copied. Every variety 
and style can be found in the metro- 
polis, and the traveler must be diffi- 
cult to please if he cannot there find 
his ease in his inn. 

No city on the American continent 
possesses so many places of amuse- 
ment as New York, and their number 
is only equaled by their variety — 
ranging from the highest to the hum- 
blest grade. The endorsement of 
the metropolis is necessary to the 
reputation of any artist seeking the 
favor of the New World, and its 
verdict may be considered final as 
to the merit of any work of art 
offered to the American public. It 
is likewise the literary and news 
centre of the continent, and to it 
are drawn the aspiring or successful 
author as surely as London attracts 
him in Great Britain. Its churches 
are fitting emblems of a great city's 
morality, and it is no exaggeration 
to say that the pulpit eloquence of the 
metropolis reaches every portion of the 
Union. In art, in literature, and in re- 
ligion — in business enterprise and financial 
magnitude — in fertility of origination and 
energy of execution — New York is a fitting 
representative of the genius of the American 
people. 

Population. — Aggregate, 942,292: na- 
tive, 523,198; foreign, 419,094; Irish, 
201,999 ; German, 151,203 ; colored, 13,073. 
Brooklyn. — Aggregate population, 396,099: 
native, 251,381; foreign, 144,718- Aggre- 
gate population of city and immediate sub- 
urbs, 1,441,234. 

Manufactures. — Capital invested, ^129,- 
952,262; hands employed, 129,577; wages 
paid, §63,824,049; materials used, §178,- 
696,939; value of products, §332,951,520. 

Commerce, 1872. — Vessels arrived — 
American, 2189; tonnage, 1,008,069; crews. 



BROOKLYN— STATEN ISLAND— JERSEY CITY. 



43 



28,227. Foreign, 3452; tonnage, 2,961,270; 
crews, 93,397- Aggregate arrived — vessels, 
5641; tonnage, 3,969,339; crews, 121,624. 
Vessels cleared — American, 17 16; tonnage, 
852,478; crews, 24,050. Foreign, 3347; 
tonnage, 2,896,038; crews, 90,512. Aggre- 
gate cleared, 5063; tonnage, 3,748,516; 
crews, 114,562. Of the arrivals, 825 were 
steam- vessels, of which 184 were American 
and 641 foreign. Of the clearances 8n 
were steam-vessels, of which 172 were Ameri- 
can and 639 foreign. 

Imports, 1872. — Value, J418, 5 15,829. 

Exports, 1872. — Domestic, value, ^270,- 
413,674; foreign, value, $15,161,218. Ag- 
gregate exports, $285,574,892. 

Emigrants. — Number in 1872, 283,226. 

Banking Capita/. — Aggregate in 1873, 
$88,276,350: national banks, $71,285,000; 
State banks, $16,991,350. Number of sav- 
ings banks, 41; deposits, $169,503,273. 

Brooklyn, which lies opposite to New 
York, on the south side of East river, on 
Long Island, is now the third city in popu- 
lation in the United States. It occupies a 
beautiful and healthy situation, and is a 
favorite place of residence for many of the 
solid men of Manhattan Island, who have 
adorned it with palatial mansions. It pre- 
sents many attractions to the tourist, and 
should be visited by all who desire to obtain 
a correct idea of the magnitude and magnifi- 
cence of our commercial centre. 

Staten Island is about three miles south of 
the Battery, and occupies a large portion of the 
bay. It rises into hills which can be seen for 
a great distance, and is noted for its beautiful 
and commanding residences, excellent drives, 
and fresh ocean breezes. Fort Richmond, one 
of the largest and strongest defensive works 
in the United States, guards the "Narrows," 
or entrance to New York bay proper, from 
the Staten Island shore. 

Since the acquisition of the New Jersey 
railroads, centring at New York, by the 
Pennsylvania Railroad Company, extensive 
improvements have been made for the ac- 
commodation of travel and trade. Ticket 
offices, where tickets are sold to almost 
every point in the United States, and where 
baggage is checked and collected from resi- 
dences and hotels, have been established at 
the following places: — No. i Astor House, 
No. 526 Broadway, No. 944 Broadway, No. 
8 Battery place, and at the piers on the 
Hudson river at Courtlandt street and at 
Desbrosses street. 



The company also owns the following 
piers, where every facility is afforded for 
the comfort of travelers and the convenience 
of shippers over its lines : 

Piers I and 2 Battery place, Pennsylvania 
Railroad regular freight; piers 4 and 5, foot 
of Morris street, fast freight ; pier 16, between 
Liberty and Courtlandt streets. New Jersey 
Division local freight; pier i6j4, foot of 
Courtlandt street, passenger ferry and sta- 
tion; pier 38, foot of Hubert street, fast 
freight ; pier 39, foot of Vestry street, Phila- 
delphia, Baltimore, and Washington freight; 
pier 393^, foot of Desbrosses street, general 
passenger station and ferry. 

Jersey City, one mile, — formerly known 
as Paulus Hook, — is the seat of justice of 
Hudson county, New Jersey. It is situated 
on the west bank of the Hudson river, at its 
entrance into New York bay, and immedi- 
ately opposite New York City, with which 
it is connected by large and powerful ferry- 
boats, running night and day. Owing to 
the number of railroads terminating within 
its limits, it is probably the greatest thor- 
oughfare in the United States. The cele- 
brated Cunard line of British steamers sail 
from docks adjoining those of the Penn- 
sylvania Railroad Company, and many other 
lines leave its wharves. Its water frontage 
is unsurpassed, and is never obstructed with 

; ice, which is not the case with New York. 
It has a large number of manufactories, 
including those of locomotives, machinery, 
glass, pyrotechnics, porcelain ware, etc. 
Among its many churches probably the 
finest once stood in Wall street. New York, 

j and was removed, stone by stone, and rebuilt 
here. It has several seminaries, and a high 
school enjoying a distinguished reputation. 
Its banks and savings institutions are numer- 
ous and substantial, and its hotels are 
excellent. 

The first settlements were made on the 
present site of the city about 1623, by the 
Dutch, who claimed the territory now em- 
braced in New Jersey as being within the 
limits of New Netherlands. During the 
Revolutionary war it was held by the British 
forces, who then occupied New York, and 
in August, 1779, w-as the scene of a gallant 
adventure, thus described in Sparks' "Life 
of Washington": — "Major Harry Lee, at 
the head of three hundred men and a troop 
of dismounted dragoons, surprised the 
enemy's post at Paulus Hook, opposite New 
York, and took one hundred and fifty-nine 



44 



THE PENNSYLVANIA RAILROAD. 




prisoners, having two 
only of his party slain 
and three wounded. 
The plan originated 
with Major Lee, and 
great praise was be- 
stowed upon him for 
the address and brav- 
ery with which it was 
executed. A medal 
of gold, commemo- 
rative of the event, 
was ordered by Con- 
gress to be struck and 
presented to him." 

It was incorpora- 
ted as a city, with its 
present title, in 1820, 
at which time it was 
in Bergen township, 
Bergen county, and 
comprised ' ' all that 
portion of the town- 
ship of Bergen owned 
by the Jersey Associ- 
ates, formerlv called 
Paulus Hook." The 
c o m J) a n y calling 
itself the Jersey As- 
sociates was char- 
tered November I oth, 
1 804, for the sole pur- 
pose of purchasing 
the place from Cor- 
nelius Van Vorst, the 
former proprietor. 
Jersey City continued 
in Bergen county 
until February 2 2d, 
1840, when the coun- 
ty of Hudson was set 
off from the county 
of Bergen. In 1870, 
in compliance with 
the reiiuest of the 
voters, the legislature 
l)assed an act consoli- 
dating into one the 
cities of Jersey City, 
Hudson, and Bergen. 

The Pennsylvania 
Railroad Company 
has made, and is still 
making, extensive 
improvements here 
and in the immediate 
vicinity, to accom- 



MARION— MEADOWS— NEWARK. 



45 



modate the immense travel and traffic cen- 
tring at this terminus of its railroad sys- 
tem. Among these are a new passenger 
depot, enclosing a space of six hundred and 
twenty by two hundred and twenty-eight 
feet, through which are run twelve tracks 
of railway for the accommodation of pas- 
senger trains alone. At the river end of 
this edifice is a passage-way, forty feet wide 
by two hundred and twenty-eight feet long, 
from which access is had to the general 
waiting-rooms, covering an area of eighty 
by eighty-four feet, including the adjacent 
ticket ofiSces and restaurants. These waiting- 
rooms open upon a covered way, sixty feet 
wide, running the entire length of the river 
front, on which all the ferry-slips open. The 
ferry-house is forty by one hundred and 
twenty feet, and contains large and comfort- 
able rooms and offices for the public accom- 
modation. Over these rooms are the offices 
of the superintendents and other officials of 
the company located here. These improve- 
ments are substantial in construction, and 
will relieve the immense travel of the road and 
ferry from all inconvenience and detention. 

The principal freight improvements are 
located at Harsimus cove, a short distance 
north of the passenger depot. They have 
been made at a cost of several millions of 
dollars, and probably exceed, in their mag- 
nitude and perfectness, anything of the kind 
on the continent. It is impossible to give 
more than a mere outline sketch of them here, 
but their careful study would well repay all 
interested in the railway business of America. 

The general plan of these improvements 
embraces a frontage of about eleven hundred 
feet on the Hudson river, opposite New 
York. From this front extends: — First, 
stock-yards, thirteen hundred by two him- 
dred and twenty-five feet, connected with 
and in front of which is an abattoir, two 
hundred and twenty-five by two hundred 
feet. These yards can receive and deliver 
five hundred cars of stock daily. Second, 
a water-slip, one htindred and eighty feet 
wide and fifteen hundred feet long, which 
runs the entire length of the abattoir and 
stock-yards. Third, a pier, fifteen hundred 
by two hundred feet, on the rear of which 
is a grain elevator, six hundred by one hun- 
dred feet. Fourth, a water-slip, extending 
the length of this pier, fifteen hundred by 
two hundred feet. Fifth, freight-sheds, one 
thousand by one hundred and twenty-five 
feet; a grain-pier and covered sheds, five 



hundred by sixty feet, from which one hun- 
dred and fifty car-loads of grain can be 
transferred daily ; and reserve space for a 
warehouse, five hundred by one hundred and 
twenty-five feet. This warehouse will, when 
completed, be eighty feet high. Sixth, and 
last in the series, are tracks connected with 
floats, on which cars are transferred to barges 
and carried across the river to and from 
New York. By this arrangement cars are 
loaded in New York, at the freight-piers of 
the company, and at once, without difficulty 
or delay, ferried to the Jersey City terminus 
and attached to trains. 

Nearly two hundred trains arrive and 
depart from Jersey City over the lines of the 
company every day, and of these ninety-one 
are passenger trains alone. This immense 
business, added to other facilities and advan- 
tages Jersey City enjoys, cannot fail to make it 
one of the great marts of American industry. 

Population, 82,546: native, 50,711; for- 
eign, 31,835. Ntunber of manufacturing 
establishments, 333; capital invested, $ii,- 
718,400; hands employed, 5624; wages paid, 
$3,280,526; materials used, $17, 229, 652; 
value of products, $24,256,017.* 

M.^RiON, three and one-half miles, is the 
location of an extensive watch factory and a 
large hotel. It is on the Hackensack river. 

Me.\dows, five miles. — Here are located 
the new repair-shops, freight buildings, and 
coaling platforms of the railroad company, 
covering fourteen acres of ground. At this 
point the freight and passenger business of 
the road are separated, each running over 
its own tracks to destination. 

Newark, nine miles, — the first city in 
population and wealth in New Jersey, — is 
located in Essex county, on the right bank 
of the Pa.ssaic river, about four miles from 
its entrance into Newark bay. It was settled 
in 1666 by emigrants from the State of Con- 
necticut, who came to this spot at the 
invitation of Governor Carteret, the first 
governor of New Jersey, to enjoy their 
religion — that of the Congregational church 
— without interference or hindrance. They 
purchased the site of the town from the 
Indians, and the deed of purchase, bearing 
date July nth, 1667, is on record in the office 
of the secretary of state, at Trenton. The 
consideration of this purchase w;is "fifty 
double hands of powder, one hundred bars 
of lead, twenty axes, twenty coates, ten guns, 

* Includes Hudson county. 



46 



THE PENNSYLVANIA RAILROAD. 




twenty pistols, ten kettles, 
ten swords, four blankets, 
four barrels of beere, ten pairs 
of breeches, fifty knives, 
twenty howes, eighteen hun- 
dred and fifty fathom of wam- 
pum, two ankors of licquers, 
(or something equivalent,) 
and three troopers' coates." 
The territory included in this 
deed embraced the whole of 
two townships and part of 
two others, as subsequently 
created, and most of it is 
now within the city limits. 
The purchase first made was 
considerably extended shortly 
afterward, the consideration 
for the extension being "two 
guns, three coates, and thir- 
teen cases of rum." A local 
historian, in commenting 
upon this purchase, says: — 
•'It must be satisfactory to 
every townsman thus to know 
that every foot of land lying 
within our bounds was hon- 
estly and openly purchased 
of its original proprietors. 
However unjustly the abo- 
rigines may have been dealt 
with elsewhere, no act of 
our ancestors can be pointed 
to with the slightest reproach 
by the most zealous advocate 
of Indian rights." 

The settlers first located in 
separate neighborhoods ; but 
fearful of danger in being 
thus scattered about in dif- 
erent localities, they deter- 
mined, in 1666, to form one 
township, with specific rules 
for government, and "to be 
of one heart and hand in en- 
deavoring to carry on their 
spiritual concernments, as 
well as their civil and town 
affairs, according to God and 
godly government." They 
appointed a committee of 
eleven to "order and settle 
the concernments of the peo- 
ple of the place, ' ' and this com- 
mittee established a system of 
government which specified, 
among other provisions, that 



WAVERLY. 



47 



" no person could become a freeman or bur- 
gess of their town, or vote in its elections, but 
such as was a member of some one of the Con- 
gregational churches, nor be chosen to the 
magistracy, nor to any other military or civil 
otfice. But all others admitted to be planters 
were allowed to inherit and enjoy all other 
privileges save those above excepted. ' ' 

On the 23d of October, 1676, a warrant 
was granted by the governor for two hun- 
dred acres of land and meadow for parsonage 
grounds, and also for so much as was neces- 
sary for landing-places, school-house, town- 
house, market-place, etc.; and in 1696 a 
patent from the proprietaries to the town 
covered all the lots in various parts of the 
townships, called "parsonage lands," which 
have been since divided, with some difficulty 
and contention, among five churches, viz., 
the three Presbyterian and the Eijiscopal at 
Newark, and the First Presbyterian Church at 
Orange. 

In 1 72 1 the first freestone was quarried 
here for shipment, and this article, celebrated 
for its excellent quality, has since been ex- 
ported in large quantities. 

The name of the city is said to have been 
given it by Rev. Abraham Pierson, the first 
minister located here, in 1667, in honor of 
Newark, England, where he was ordained in 
the Episcopal church. 

An election for determining the location 
of the coiu't-house, in 1807, is still remem- 
bered by some of the inhabitants as the 
most exciting in their annals. The contest 
was between Newark and Day's Hill. By a 
construction given to the State constitution 
women were then permitted to vote, and 
they seem to have been so delighted with 
the privilege that they were unwilling to 
circumscribe it within the legal limit, — many 
of them voting, it is reported, seven or eight 
times, under various disguises. 

Like most colonial towns, Newark made but 
little advance in population for the first cen- 
tury and a half of its existence, and in 1810 
it showed an aggregate, including several ad- 
jacent townships, of only eight thousand 
inhabitants. About 1830 it commenced a 
career of progress which has continued un- 
checked, and its growth has since been re- 
markably rapid. In 1836 it was incorpo- 
rated as a city, and it now covers about 
seventeen and a half square miles of territory. 
It is regularly laid out, with wide, straigiit 
streets crossing each other at right angles. 
Broad street, the principal thoroughfare, is 



one hundred and twenty feet in width, ex- 
tending through the entire length of the 
city, dividing it into two nearly equal parts, 
and is one of the finest avenues to be found 
anywhere. Bordering on Broad street are 
two beautiful public squares, called the Upper 
and Lower Parks, which are adorned with 
magnificent elm trees, as is also the South 
Park, in the lower part of the city. Around 
these parks are many of the finest residences. 
The public buildings are imposing and 
numerous. Among them may be specified 
the United States Custom House and Post 
Office, the County Court-house, the library 
building, and numerous churches of various 
denominations. 

The rapid growth of Newark is chiefly 
owing to its manufactories. These have 
been and still are encouraged by the cit}', 
and are very prosperous. Contiguity to New 
York, with great facility of communication, 
added to the low rates of taxation and excel- 
lently-managed municipal government, are 
making it, to a large degree, a workshop of 
the metropolis. Its manufactories embrace 
almost every branch of industry, but particu- 
larly do they excel in jewelry, iron fabrics, 
India rubber goods, leather and leather 
goods, drugs, clothing, and in the produc- 
tion of malt liquors. Intercourse with 
the surrounding country is facilitated by 
excellent roads and horse-railways. The 
Morris canal passes through the city, and 
upon this is a steep inclined plane over which 
boats are passed and repassed by the appli- 
cation of water-power from the canal. 
Banking capital, amounting to twenty-two 
millions of dollars, is employed in the active 
business of the place, and the first bank 
established in New Jersey is located here. 
The hotel accommodations are extensive and 
good. There are five passenger stations in 
the city limits, used by the Pennsylvania 
Railroad Company for the accommodation 
of local travel, in addition to the Market 
street depot, which is used for through trains. 
Seventy-seven trains per day pass over this 
road to and from New York. Population, 
105,059: native, 69,175; foreign, 35,884. 
Number of manufacturing establishments, 
1015; capital invested, $34,407,670; hands 
employed, 29,147; wages paid, §14,767,527; 
value of products, §72,879.036. (The manu- 
facturing statistics are from the board of 
trade report for 1872.) 

W.WERLV, twelve miles. — The State agri- 
cultural fair grounds are at this station. 



48 



THE PENNSYLVANIA RAILROAD. 




STREET SCENE IN ELIZABETH. 



Elizabeth, fifteen miles, — the county seat 
of Union county, — was named after Lady 
Elizabeth Carteret, the wife and executrix of 
Governor Sir George Carteret. It is pleas- 
antly situated in a level and fertile country, 
highly improved. It was formerly the capi- 
tal and principal town of the State, and con- 
tains many imposing and substantial public 
edifices and several important manufac- 
tories, the principal of which are those of 
oil cloths. This town was the first English 
settlement made in the State. The land was 
purchased for a company called the " Eliza- 
bethtown Associates," from the Indians, in 
1664. These associates, seventy-four in 
number, were originally from Jamaica, Long 
Island. They held adversely to Berkeley and 
Carteret, the grantees of the Duke of York, 
and their pertinacious adherence to their 
right, real or supposed, obtained under the 
Indian grant, was cause of disturbance, not 
only during the government of the proprie- 
taries, but for many years of royal adminis- 
tration. During the revolution the town 
suffered much from its contiguity to New 
York. On the 21st of January, 1780, the 
First Presbyterian Church was burned by the 
British, and in the following November its 



minister, Rev. James Caldwell, was shot by 
an American sentinel, under an alleged mis- 
apprehension of orders. 

Elizabeth is a desirable place of residence, 
whether health, business, or pleasure be in 
view. The excellent order and morals which 
prevail — the advantages derived from its 
schools — the short distance from New York, 
with which frequent and rapid communica- 
tion is had by rail — all contribute to its 
attractions. The town is built upon streets 
uncommonly wide, and has many handsome 
piivate buildings, surrounded by large, well- 
improved grounds. It was originally incor- 
porated by Governor Philip Carteret, prior 
to 1680, by one of the most liberal charters 
ever given in America, and subsequently, the 
28th of November, 1789, by act of assembly, 
as the borough of Elizabeth, with bounds 
including part of the present adjacent town- 
ships. Its area has been greatly diminished 
by various subsequent laws. It had power 
to regulate general police, markets, roads, 
etc., and had a court of common pleas and 
general sessions, which met four times 
annually, with a jurisdiction similar to, and 
exclusive of, that of the county courts. It 
continued under the borough charter one 



LINDEN— RAHWAY—HOUTENVILLE—UNIONTOWN— NEW BRUNSWICK, ETC. 49 



hundred and seventy-five years, and on the 
13th of March, 1855, it was incorporated as 
the city of Elizabeth. 

The College of New Jersey, now located 
at Princeton, received its first charter in 
1746, and was opened with eight pupils at 
Elizabethtown, under President Dickinson, 
in 1747. Upon his decease, the same year, 
the pupils were removed to Newark, and 
placed under the Rev. Aaron Burr, father of 
the brilliant but unfortunate vice-president 
of the United States. 

The city now shows many evidences of im- 
provement, and its suburbs are rapidly build- 
ing up with handsome cottages and country- 
seats. It has several good hotels. The 
Pennsylvania Railroad crosses the Central 
Railroad of New jersev here. North and 
South Elizabeth are passenger stations for the 
accommodation of local traffic. Seventy-one 
trains per day pass between this city and 
New York over the Pennsylvania Railroad. 
Population, 20,832. Number of manufac- 
turing establishments, 315; capital in- 
vested, $3,570,450; hands employed, 2754; 
wages paid, $1,384,293; materials used, 
$3,440,423; value of products, $5,986,512.* 

Linden, eighteen miles. 

Rahway, twenty miles, is in Union 
county, on the Rahway river, which is navi- 
gable to this point. It is a place of consid- 
erable trade, and its manufacturing interests 
are extensive and diversified. Previous to the 
late rebellion, three thousand carriages were 
annually made here for the southern market. 
It is still extensively engaged in this branch 
of industry, and has also manufactories of 
hats, stoneware, felt cloth, and a large muslin- 
printing establishment. There are excellent 
boarding-schools here for both sexes, and the 
church edifices are numerous. The city 
was settled in 1720. It has good hotel 
accommodations. The Perth Amboy and 
Woodbridge Railroad runs from Rahway 
Junction to Perth Ambov. Population, 
6258. 

HouTENViLLE, twenty-two miles. 

Uniontovvn, twenty-three miles. 

Menlo Park, twenty-four miles. 

Metuchen, twenty-six and one-half miles. 

Campbell's, twenty-seven miles. 

Stelton, twenty-nine and one-half miles. 

New Brunswick, thirty-two miles, — the 
seat of justice of Middlesex comity, — is loca- 
ted on the right bank of the Raritan river, at 

* Includes Union county. 



the head of navigation. It is the eastern 
terminus of the Delaware and Raritan canal, 
which forms the inside water communication 
between New York and Philadelphia. This 
canal is seventy-five feet wide and seven feet 
deep, and is navigated by steamboats and 
sloops of one hundred and fifty tons burden. 

At the close of the seventeenth century, 
the place where the city now stands w;is 
covered with woods and called, after the name 
of its proprietor, " Pregmore's Swamp." 
The first inhabitant of whom any account 
is preserved was one Daniel Cooper, who 
resided where the post-road crossed the river, 
and kept the ferry which afterwards, in 17 13, 
when the county line was drawn, was called 
Inian's Ferry. This ferry was granted by the 
proprietors, November 2d, 1697, for the lives 
of Inian and wife, and the survivor, at a rent 
of five shillings sterling per annum. 

The first inhabitants of European origin 
were from Long Island. About 1730 several 
Dutch families emigrated from Albany, bring- 
ing with them their building materials, in 
imitation of their ancestors, who imported 
their bricks, tiles, etc., from Holland. Some 
of them built their houses upon the e.xisting 
post-road, which thus acquired the name of 
Albany street, though originally it was called 
French street, in honor of Philip French, 
Esq., who held a large tract of land on the 
north side of it. About this time the name 
of New Brunswick was given to the place 
which had, previous to that time, been 
distinguished as "The River." It was incor- 
porated as a city in 1794. 

The portion of the town lying immediately 
on the river is low, and the streets are nar- 
row, crooked, and lined principally with small 
frame houses, extending for nearly half a mile 
from the bridge to the landings for steam- 
boats. Albany street is a broad, well-paved 
thoroughfare, ornamented with some excel- 
lent buildings. The streets upon the upper 
shelving bank are generally wide, and the 
houses neat and commodious, many of them 
expensively built and surrounded by gardens. 
From the top of the hill or bank, especially 
from the site of Rutgers College, there is a 
wide prospect, terminating on the north by 
the Green Brook mountains, and on the east 
by Raritan bay. 

There is a vein of copjjcr ore adjacent to 
the city, which was formerly very extensively 
worked, but the mines have been for many 
years abandoned. 

New Brunswick was formerlvthe northern 



5U 



THE PENNSYLVANIA RAILROAD. 



%#:' 




terminus of the 
Camden and Am- 
boy and the south- 
ern terminus of 
the New Jersey 
Railroad, and so 
continued until the 
consolidation of 
the two roads in 
1872. 

Rutgers College 
is located in this 
city, and was char- 
tered by King 
George III., of 
England, in 1770, 
under the name of 
Queen's College. 
The name was 
changed by the 
State legislature in 
1825, in honor of 
Henry Rutgers, 
one of its most 
liberal benefac- 
tors. The institu- 
tion is controlled 
Reformed church. 
The Theological Seminary of this 
denomination — the first school of 
the kind established in the United 
States — was founded here in 1771. 
A striking feature of the place is the 
railroad bridge, which crosses the 
river, the canal, the turnpike road, 
and terminates in the city on a level 
with the third or fourth stories of 
some manufacturing establishments. 
The hotel accommodations are ex- 
tensive and good. The Pennsyl- 
vania Railroad Company has here 
a large and commodious passenger 
and freight depot, and sixty-seven 
trains connect with New York and 
Philadeljjhia. It is also the junction 
of the Millstone and New Bruns- 
wick Railroad. Population, 15,058. 
Number of manufacturing establish- 
ments, 250; capital invested, $4.- 
231,320; hands employed, 3513; 
wages paid, $1,349,701; materials 
used, $2,623,086 ; value of products, 

Adams', thirty-six miles. 
Dean's, thirty-nine miles. 

* Includes Middlesex county. 



MONMOUTH JUNCTION— PLAINSBORO— PRINCETON. 



51 




^n. 







COLLEGE BUILDINGS, PRINCETON. 



Monmouth Junction, forty-two miles. — 
Intersection of the Rocky Hill Railroad, 
which runs north, a distance of seven miles, 
to Rocky Hill, and of the Jamesburg Branch, 
connecting with the Freehold and James- 
burg Railroad for Long Branch, the cele- 
brated sea-side resort. 

Plainsboro, forty-six miles. 

Princeton Junction, forty-eight miles. — 
Intersection of branch to Princeton, dis- 
tant three miles. Princeton is a pleasant 
borough, in Mercer county, situated about 
midway between New York and Philadel- 
phia, on an elevated ridge commanding a 
fine view toward the east and south. The 
town is proverbial for its salubrity and its 
intellectual and refined society. It was set- 
tled about the year 1 700, and for more than 
a century has had an enviable reputation 
throughout the country. This is owing to 
three causes: the removal of the College of 
New Jersey here from Elizabeth in 1757; 
the important battle fought here January 3d, 
1777, and the establishment of the Theolo- 
gical Seminary of the Presbyterian Church in 
181 2. For many years it was also the resi- 
dence of gentlemen of great political in- 
fluence, largely interested in the internal 
improvements of the State. But at present 
its prestige is exclusively educational and re- 



ligious. Princeton College is one of the 
most celebrated institutions of learning in 
the United States. With it have been con- 
nected some of the greatest scholars of the 
century, and from it have graduated many 
of the most influential men of the country. 
The college buildings and grounds possess 
great interest, and the visitor will find in 
and around them much to see and study. 
Nassau Hall, the main college edifice, was 
built in 1756, and although it has been twice 
destroyed by fire the walls are the same as 
first constructed. When erected it was the 
largest edifice in the colonies, and it was 
named by Governor Belcher, "to the im- 
mortal memory of King William the Third," 
who was of the house of Nassau. During 
the Revolutionary war it was occupied 
alternately as a barrack and a hospital by 
both the British and American forces, and 
in the battle of Princeton it was struck by 
cannon-balls, — the indentation made by one 
of them being still pointed out. In 1 783, 
when the Continental Congress was obliged 
to leave Philadelphia, it adjourned to Prince- 
ton, and held its sessions in the library- 
room of the college, then in the second story 
of the hall. In the present library — an 
elegant room containing nearly twenty 
thousand volumes^a number of valuable 



52 



THE PENNSYLVANIA RAILROAD. 



portraits are preserved, among them being 
an original of Washington, painted by the 
elder Peale at the request of the board of 
trustees. The frame of this picture is said to 
have formerly contained a portrait of George 
the Second, presented by Governor Belcher. 
During the battle of Princeton a cannon-ball 
crashed through the window and carried off 
the king's head. In the philosophical hall, 
which is in a separate building, are a number 
of articles of interest, including two of 
Dr. Franklin's electrical-machines. Some 
of the college buildings are, architecturally, 
very fine, and the " campus' ' on which they 
stand is beautifully laid out and handsomely 
shaded. In the middle of it are two can- 
non, planted there by the students, both 
relics of the Revolution, having been aban- 
doned after the battle of Princeton. 

This battle was one of the most important 
events in early American history. The 
success of Washington, at Trenton, on the 
26th of December, 1776, recalled Corn- 
wallis to New Jersey as he was about sailing 
to England, under the impression that the 
rebellion was crushed. The courage of the 
American troops, and the military genius of 
Washington, enabled him to out-general the 
British commander. Leaving his camp-fires 
burning on the banks of the Assunpink, in 
Trenton, on the night of the 2d of January, 
he withdrew with his main body towards 
Princeton, to defeat the British troops re- 
maining there, and to seize, if possible, 
their supplies at New Brunswick. The Ameri- 
can forces avoided the main road to escape 
the rear of Cornwallis' army, and reached 
Stony brook, near Princeton, at sunrise of 
the 3d. Washington crossed Stony brook, 
and sent General Mercer up the eastern 
bank of the stream to seize a bridge which 
Colonel Mawhood, the commander of the 
British, had already crossed with a por- 
tion of his troops. Mawhood discovered 
Mercer's advance, recrossed the bridge, 
and both detachments then endeavored to 
gain a rising ground in the vicinity. The 
Americans gained the position first, and a 
sharp engagement ensued, in which some of 
their officers fell, producing great confusion. 
The British charged with the bayonet, and 
as the Americans were without this arm, they 
were obliged to give way. General Mercer's 
horse was shot under him, and he then 
fought on foot. He wa.s severely wounded, 
and refusing to surrender, was bayoneted 
and left for dead. Washington himself now 



appeared on the field and rallied the broken 
troops. To do this he exposed himself to 
imminent peril, being between the contend- 
ing forces and exposed to the fire of both. 

A regiment of Virginians, with a battery 
of artillery, now opened upon the British 
and compelled them to retreat toward Tren- 
ton. The action was brief, yet the Ameri- 
cans lost thirty rnen, besides a number of 
excellent officers, and the British left about 
one hundred dead upon the field. Wash- 
ington pushed on into Princeton, where he 
encountered and defeated another regiment. 
A detachment of the enemy were in Nassau 
Hall, which the Americans attacked, and 
compelled their surrender to the number of 
more than three hundred. Washington pur- 
sued the flying enemy toward New Bruns- 
wick. Cornwallis had, in the meantime, by 
a forced march, reached Princeton with his 
army, but Washington delayed them by the 
destruction of some bridges. Cornwallis 
repaired these and pushed on also to New 
Brunswick, which place he reached the same 
evening to find that, while his stores were 
intact, his troops there had been routed and 
the Americans had escaped with their prison- 
ers. General Mercer died from his wounds 
on the 1 2th of January following. His 
remains were taken to Philadelphia and 
buried, with military honors, in Christ 
church-yard. Captain William Shippen, of 
Philadelphia, — also killed at Princeton, — 
was buried at St. Peter's, in that city. 
Washington added greatly to his military 
reputation by this battle and those i)reced- 
ing it at Trenton. 

Independent of the college, there are in 
Princeton three classical schools and two 
schools for the instruction of young ladies. 
The hotels are good and extensive. Popu- 
lation, 2798. 

L.\WRENCE, fifty-two miles. 

Trenton, fifty-seven miles, — the capital 
of New Jersey and seat of justice of Mercer 
county, — is situated on the left bank of the 
Delaware river, at the head of navigation. 
The river at this point abruptly changes its 
character. Below it is a wide channel of 
commerce, flowing between low sand and 
alluvial banks and feeling the pulsations of 
the tides of the great Atlantic, while above 
it is a rippling stream, fringed by wooded 
hills, and presenting many vistas of beauty. 
The city of Trenton is regularly planned, 
with wide, straight streets and imposing 
residences. Many of these are surrounded 



TRENTON. 



53 




with handsome grounds, beautifully shaded 
anil ornamented with shrubbery. The capitol 
building, which has recently been enlarged 
and refitted, is a handsome structure and 
commands an extended prospect up and 
down the river. The State Lunatic Asylum 
and Penitentiary are here, and are well con- 
structed and managed. In the capitol 
building is the State library, which now 
contains eighteen thousand volumes. Two 
bridges, substantially built and about eleven 
hundred feet in length, cross the river. The 
Delaware and Raritan canal passes through 
the city. 

The first settlements were made on the 
site of Trenton about the year 1680, by 
Israel Pemberton, an English Quaker, and 
others, and in 1720 the present name was 
given to the city in honor of Colonel William 
Trent, then speaker of the house of assembly. 
The place was selected as the capital of New 
Jersey in 1790, and incorporated in 1792. 
While the growth of Trenton has been slow, 
it has always maintained a prominent rank 
among the cities of New Jersey for industry 
and enterprise, and its manufactures are 
e.xtensive and important, consisting ])rinci- 
pally of pottery, iron products and machinery, 
paper, and flour. Its e.xcellent water-power, 
as well as its nearness to immense iron and 
coal deposits, must always render it a favorite 



locality for manufactories. In the immediate 
vicinity are stone quarries which are exten- 
sively worked, and the Trenton brown stone 
is largely used in the construction of public 
and private buildings in the neighboring 
cities and towns. 

The early history of Trenton is full of 
interest to all Americans. It was through it 
and to the Pennsylvania side of the Dela- 
ware, immediately opposite, that Washington 
retreated, with his shattered and almost 
disheartened army, after the reverses suffered 
on Long Island, in the vicinity of New 
York, in 1776. It was on the 8th of De- 
cember of that year that he crossed the 
river. Although the river was not frozen, 
yet it presented a barrier to the pursuing 
forces — consisting principally of Hessians, 
under Colonel Rail — which they did not 
dare to cross, and they went into camp on 
the Trenton side. Here they remained in 
confident security, anticipating no danger 
from the patriots on the opposite side, many 
of whom Washington, in one of his dis- 
patches, describes as being "quite barefoot 
and ill-clad." But their security was of 
short duration, for on the morning of the 
26th of December, Washington and his 
forces rerrossed the Delaware, surprised 
and completely routed the enemy, captur- 
ing nearly one thousand of them. In this 



54 



THE PENNSYLVANIA RAILROAD. 



encounter Colonel Rail, the Hessian com- 
mander, was killed. After the engagement 
the Americans returned to the Pennsylvania 
side of the river. This blow was as encour- 
aging to the patriotic Americans as it was 
astounding to the British. In conception 
and in daring it was so utterly unexpected, 
and its success so brilliant, that it compelled 
both friends and foes alike to respect and 
admire the American army and its leader. 
But Washington was not content to end the 
campaign with the laurels thus won. He 
knew that the scales between hope and de- 
spair were almost equally poised, and that 
determined action alone could turn the 
balance in favor of liberty. He, therefore, 
recrossed the Delaware on the ist of Janu- 
ary, 1777, and with his handful of men 
prepared to encounter the army of Lord 
Cornwallis in Trenton. On the 2d he met, 
and by courage and skill baffled, if he 
did not actually defeat, the enemy. This 
engagement continued during the entire 
day, commencing in the morning on the 
northern outskirts of Trenton, and termi- 
nating in the evening at the bridge over the 
Assunpink, in the city. Soon after mid- 
night the American forces withdrew from 
the position they held in front of the 
British, and by a forced march reached 
Princeton, ten miles distant, where they 
fought the successful battle described in the 
sketch of that town. In the engagement at 
Trenton, Lieutenant Monroe, of a Virginia 
regiment, — who was afterwards President of 
the United States, — was wounded, and the 
weather was so intensely cold that several 
American soldiers were frozen to death. 
These movements and successes of the Ameri- 
can army inspired new hope in the colonies, 
and enabled Washington to go into winter 
quarters at Morristown, New Jersey, instead 
of abandoning the State to the hitherto 
triumphant foe. 

In 1793 the public offices of the United 
States Government were removed here, during 
the prevalence of the yellow fever in Phila- 
delphia, and in 1798 Mr. Adams, President 
of the United States, took up his residence, 
temporarily, in Trenton. 

Trenton has a number of excellent hotels, 
and offers many attractions to visitors. A 
banking capital exceeding three millions of 
dollars is employed in the business of the 
place. The Pennsylvania Railroad has large 
and commodious passenger and freight de- 
pots here, and two lines of railway belonging 



to that company run to New York — the 
main route, and that via Bordentown and 
South Amboy. Two lines also connect with 
Philadelphia, — one by way of Camden, on 
the Jersey side of the Delaware, and the 
principal road, through Pennsylvania. The 
Belvidere Delaware Railroad — a division of 
the Pennsylvania Railroad, running along 
the beautiful and picturesque shore of the 
Delaware river to the celebrated Water Gap 
and the wonderful mineral region of the 
Lehigh valley — terminates in Trenton, where 
connection is made with the main line. 
Population, 22,874. Number of manufac- 
turing establishments, 475 ; capital invested, 
$5,022,349; hands employed, 5100; wages 
paid, $2, 092, 349; materials used, g4, 981, 541; 
value of products, $8,881,074.* 

South Trenton, fifty-eight miles. 

MoRRisviLLE, fifty-eight and one-half 
miles, is opposite Trenton, on the Penn- 
sylvania side of the Delaware river, in Bucks 
county. Like many other villages in the 
country, its proximity to a flourishing city 
seems to have exhausted its vitality, and it 
is a question whether Morrisville now con- 
tains the population or controls the trade it 
had half a century ago. But if it has no- 
thing else to commend it to particular notice, 
it possesses a history, and one, too, with 
which romance is blended to a remarkable 
degree. During the Revolutionary war it 
was several times occupied as a camp of the 
American army, and here it was that Robert 
Morris, after whom it is named, paid over 
to General Washington the fifty thousand 
dollars he had borrowed on his own credit 
from the merchants of Philadelphia, which 
sum materially assisted the Father of our 
country to keep his army together, capture 
the Hessians at Trenton, check Cornwallis' 
triumphant advance, defeat Mawhood at 
Princeton, and turn the tide of success in 
favor of American independence. It is con- 
nected, too, with a noted name in European 
history, and this connection must ever shed 
the halo of romance over the decayed village. 

Jean Victor Moreau, one of the greatest 
of Napoleon's generals, was born at Morlaix, 

* Includes Mercer county. The aggregate of manufactories 
in the State of New Jersey, according to the census of 1870, was 
as follows : — Number of establishmenu, 6636 ; capital invested, 
;P79,6o6,7i9 ; hands employed, 75,552 ; wages paid, ^32,648,400 : 
materials used. 5103,415,245; products, $169,237,732. The 
population of the State in 1870 was 906,096. New Jersey lies 
between thirty-eight degrees fifty-six minutes and forty-one 
degrees and twenty-one minutes north latitude, and between 
seventy-four degrees and seventy-five degrees thirty-three 
minutes west longitude. It contains 8320 square miles, or 
5,324,800 acres, of which 1,976,474 acres were improved in 1870. 



PENN VALLEY— WHEAT SHEAF— TULLYTOWN— COLD SPRING— BRISTOL. 



55 



France, in 1763, and was destined for the 
law, but when eighteen years of age enlisted 
in a French regiment. His father procured 
his discharge, determined, if possible, to 
check his military ambition. But destiny 
had ordained otherwise, and when the revo- 
lution broke out — that revolution which 
deluged France in blood, and remodeled the 
institutions of the civilized world — Moreau 
was made commander of a battalion of 
volunteers, and soon distinguished himself 
as a soldier. He rapidly rose to the highest 
rank, and was intrusted with the most im- 
portant commands by Napoleon when first 
consul. It is claimed by some of his biog- 
raphers that he excelled even the " little cor- 
poral" in strategic talent, and certain it is 
that he rivaled him in the affections of 
the army and the people. He did not 
approve of Napoleon's assumption of the 
rank and power of emperor, but made 
no open opposition. Napoleon appears 
both to have doubted and feared him, and 
to get rid of him caused his arrest, trial, 
and banishment from France for alleged 
treason. 

Moreau was deeply imbittered by this act 
of injustice, and after traveling for some time, 
purchased a house in Morrisville, which had 
been erected and occupied by Robert Morris, 
where he was joined by his wife and child, 
and resided for several years. When the 
sovereigns of Europe combined, in 1813, to 
overthrow the Corsican whom they so much 
dreaded, Moreau in his retirement was re- 
membered, and, presuming on his well-known 
hostility to Napoleon, emissaries were sent 
over by the Emperor Alexander of Russia 
to specially invite him to take service in 
his army, and aid by his skill in the delivery 
of a continent from its so-styled oppressor. 
Moreau consented and returned to Europe 
the same year, where he accepted command 
in the Russian army, stipulating, however, 
that no title or rank should be conferred 
upon him. To this the emperor acceded, 
and it was as his friend and adviser that 
Moreau took the field. His service was 
brief, however, for at the battle of Dresden, 
where he virtually commanded the allied 
army against the French, while talking to 
the Emperor Alexander he was struck by a 
cannon-ball, which shattered both his legs 
and killed his horse instantly. He was 
borne from the field, and the following 
letter, addressed to his wife, not only tells 
what followed, but illustrates the wonderful 



heroism as well as the prejudice of the 
man : 

" My Dear Love : — At the battle of Dresden, 
three days ago, I had both legs carried oft' by a 
cannon-ball. 

" That scoundrel Bonaparte is always fortunate. 

" The amputation was performed as well as possible. 

" Though the army has made a retrograde move- 
ment, it is not at all the consequence of defeat, but 
from a want of ensemble, and in order to get nearer 
General Blucher. 

" Excuse my hasty writing. I love and embrace 
thee with my whole heart. 

" I charge Rappatel to finish. 

" August 30th, 1813. V. M." 

Three days afterward Rappatel, who was 
his aid-de-camp, finished by writing to 
Madame Moreau that her husband was dead. 
The Emperor of Russia also wrote to the 
bereaved widow in the most consoling and 
affecting terms, tendering his friendship and 
gratitude. 

Half a mile from the Grosse Garten, a 
pleasure-park near Dresden, the tourist will 
find, in the midst of the fields and slopes 
where hard fighting preceded the retreat of 
the French to Leipsic, at the great "battle 
of the nations," as the Sa.xons term it, a 
monument to Moreau, — a large, square block 
of granite, surmounted by a helmet, — mark- 
ing the spot where he received his mortal 
wound. His dissevered legs were buried 
here, but his body was conveyed to St. 
Petersburg for interment, by order of his 
friend, the Czar Alexander. The mansion 
at Morrisville, owned and occupied by 
General Moreau, was destroyed by fire many 
years ago, and nothing now remains of it 
but the brick coach-house, which is used by 
the railroad company as a workshop. Pop- 
ulation, 813. 

Penn Valley, sixty-one miles. 

Wheat ShEj^f, sixty-two miles. 

TuLLYTOWN, sixty-four miles. — Popula- 
tion, 150. 

Cold Spring, sixty-five miles. 

Bristol, sixty-eight miles, is the most 
important and populous town in Bucks 
county. This was one of the three original 
counties established by Penn on the organi- 
zation of his province, and was originally 
called Buckingham, after Buckinghamshire, 
in England, but the title was, at an early 
day, condensed to its present form. 

Bucks county embraces a variety of soil 
and scenery. Some of its valleys are rich 
limestone, and the lower portion of the 
county is an alluvial soil very productive, 
while portions of it are poor and sterile. 



56 



THE rENXSYLVANIA RAILROAD. 



Along the Neshaminy, Tohickon, and Dur- 
ham creeks, as well as the smaller streams, 
the scenery is remarkably beautiful, and in 
many instances picturesque. Iron ore is 
found in the northern portion of the county, 
and a vein of plumbago has been worked, 
at different times, in the southern portion. 
Along the Delaware river, which forms the 
north-eastern and .south-eastern boundary of 
the county, are some peculiar natural curi- 
osities, such as caves, waterfalls, ravines, 
and springs. One of the latter, about three 
miles west of Doylestown, bears the name 
of Tammany, the great chief of the Dela- 
wares and the St. Tammany of American 
politics, and tradition claims — not very con- 
clusively, however — that his remains are 
buried near it. 

The early history of Bucks county is 
closely blended with that of Philadelphia. 
It was settled by various nationalities, — the 
English followers of Penn monopolizing the 
lower end, the Irish Presbyterians the central 
portion, and the Germans the upper end. 
The descendants of these early settlers are 
still found on the lands of their fathers, and 
their distinguishing peculiarities are plainly 
observable. During the Revolutionary war 
the county was often the scene of military 
operations, but escaped the horrors of bat- 
tle, — the American army marching out of 
its boundaries, on more than one occasion, 
to fight. Washington had his headquarters, 
during a portion of the year 1776, at New- 
town, a pleasant borough six miles from the 
bank of the Delaware. 

Settlements were made in this county pre- 
vious to the arrival of Penn, by Quakers who 
crossed from the Jersey shore, and as early 
as 1 67 1 some families were located on the 
present site of Bristol. 

The town was laid out upon lands granted 
to Samuel Clift, in March, 1681, by Sir Ed- 
mund Andros, provisional governor of New 
York. In 1720 it was incorporated as a 
borough by Sir William Keith, governor of 
Pennsylvania, being the second in the prov- 
ince. It was then, and continued to be, 
the seat of justice of the county until 181 2, 
when Doylestown was elevated to that dig- 
nity because of its more central location. 
The town contains some venerable build- 
ings, — among them a Friends' meeting-house 
built in i7i2,andan Episcopal church more 
than a century old. About five miles above 
Bristol, on the shore of the Delaware, Penn's 
manor of Pennsbury was located. Here he 



had erected a fine mansion immediately 
after the settlement of his colony, in which 
he hoped to live with his family, enjoying 
the honors of his station as proprietary, and 
surrounded by an affectionate and happy 
people. But his dream was never realized, 
and the mansion went to decay. During 
the early portion of the Revolutionary war 
Bristol was occupied as a camp of rendez- 
vous and instruction for the Pennsylvania 
volunteers under General Cadwalader. 

Bristol is built on the bank of the Dela- 
ware, at the mouth of Mill creek, and is 
the terminus of the Delaware division of the 
Pennsylvania canal. It contains a number 
of manufacturing, establishments of various 
kinds, several grist and saw mills, good 
hotels, excellent schools, fine churches, 
public halls, and is altogether a flourishing 
and pleasant borough. During the summer 
months steamboats ply regularly between 
Philadelphia and Bristol, and twenty trains 
per day are run over the Pennsylvania Rail- 
road to and from this point. Population 
of Bucks county, 64,336; of Bristol, 3,269. 
Number of manufacturing establishments, 
739; capital invested, $2, 808, 968; hands 
employed, 3425; wages paid, $817,292; 
materials used, $2,909,773; value of pro- 
ducts, $4,732,118.* 

Schenck's, seventy and one-half miles. 

Eddington, seventy-two miles. 

Cornwell's, seventy-three miles. 

Andalusi.\, seventy-three and one-half 
miles. 

Boris's, seventy-four miles. 

ToRRESDALE, seventy-five miles. 

Pierson's, seventy-six miles. 

Pennvp.'^ck, seventy-seven miles. 

HoLMESBURG Junction, .seventy -eight 
miles. — Holmesburg is a suburb of Phila- 
delphia, and is within the city limits. 
The House of Correction is located here. 
The branch road is continued to Bustleton, 
distant four miles, also within the limits of 
the city. 

Taconv, seventy-nine miles. — Within 
the corporate limits of Philadelphia. 

WissiNOMiNG, eighty miles. — Within the 
city limits. 

Bridesburg, eighty-one miles. — Within 
the corporate limits of Philadelphia. A 
United States arsenal is located here. 

Frankford, eighty-one and one-half 
miles. — An important suburb within the 

* Includes Bucks county. 



HARROWGATE— NORTH PENNSYLVANIA JUNCTION, ETC. 



57 



corporate limits of Philadelpliia. Tlie 
Frankford Arsenal — one of the most exten- 
sive belonging to the United States Govern- 
ment — is located here. Junction of branch 
road to Kensington, which is a part of the 
compactly-built portion of the city, and the 
terminus of the branch. Previous to the 
construction of the Connecting Railroad, 
which unites the New Jersey Division with 
the Pennsylvania Railroad proper, at West 
Philadelphia, Kensington depot was the 
principal point for the departure of trains 
to New York. 

Harrowgate, eighty-three miles. 

North Pennsylvania Junction, eighty- 
four and one-half miles. — Intersection with 
North Pennsylvania Railroad, running to 
Bethlehem. 

Germantown Junction, eighty-five and 
one-half miles. — Point of intersection with 
Germantown, Norristown, and Chestnut 



Hill Railroads. Germantown and Chestnut 
Hill are within the corporate limits of 
Philadelphia. 

Mantua Junction, eighty-nine miles. — 
Intersection of the New York Division with 
the Pennsylvania Railroad proper. 

West Philadelphia, ninety miles. — ■ 
Terminus of New Jersey Division and gene- 
ral passenger depot of the Pennsylvania Rail- 
road, from which trains leave for the West, 
South, and East. It is connected with all 
parts of the city by passenger railways, on 
which cars run at all hours, day and night. 
The large and extensive workshops and ware- 
houses of the company are located here. In 
approaching or leaving the depot, passen- 
gers have a fine view of portions of Fair- 
mount Park, including the city water-works 
and the beautiful Schuylkill river. West 
Philadelphia is a compactly-built portion of 
the city. 



PENNSYLVANIA RAILROAD.-MAIN LINE. 



Philadelphia— the second city in the 
United States in population, and the first in 
the number of its buildings, territorial area, 
and manufacturing importance — isbuiltupon 
the right bank of the Delaware river, ninety- 
six miles from the ocean. It was laid out by 
direction of William Penn, the proprietor 
and founder of Pennsylvania, in 16S2. 

Previous to that time the country along the 
Delaware bay and river,* to a point consider- 
ably above the site of the city, had been 
settled by the Dutch, the Swedes, and some 
English who came here while the colony at 
New York claimed jurisdiction over the land 
north of the territory granted to Lord Balti- 
more, embraced in the colony of Maryland. 
The boundaries of the first charters granted 
by the English Government to American colo- 
nies were very much confused. For instance, 
the limits of both North and South Virginia 
included New York. The charter of Mary- 
land invaded the territory of New York; 
while that of Connecticut encroached upon 
both Pennsylvania and New York, and ex- 
tended, in fact, to the Pacific ocean. The 
indefinite character of the Connecticut char- 
ter led, at a subsequent period, to serious 
difficulty between that colony and Pennsyl- 
vania, both claiming jurisdiction over the 
Wyoming valley, and both insisting upon 
their right, even to the point of shedding 
blood. 

The Dutch are unquestionably entitled to 
the credit of being the first Europeans to 
explore and endeavor to settle the country 
adjacent to the Delaware bay and river. 
Captain Cornelius Jacobus Mey, in the ser- 
vice of the Dutch East India Company, 
entered the bay in 1623, and his name is 
perpetuated in the cape which bounds it on 
the east. Cape Henlopen, which bounds it 
on the west, is so named from Jelmer Hin- 



* The Indian name of the bay w.is Poutaxat. The river was 
called Lenape IVihittuck, signifying " the rapid stream of the 
Lenape." It also hore the name of Makerick Kitton. The 
Dutch called the bay Zttydt, signifying south. The English 
gave it its present name, in honor of Lord Delaware, 



catch whales and 
was not successful 
their settlement, 
fishery proving a 



lopen, another Dutch navigator. About the 
same year the Dutch effected a settlement at 
Gloucester Point, opposite Philadelphia, and 
erected a stockade for its defense, which 
they called Fort Nassau. In 1631 they 
formed several expeditions for the purpose 
of colonizing the country. A company of 
merchants of Amsterdam, of whom Samuel 
Goodyn was one, sent out two vessels, under 
command of Captain de Vries, to carry out 
their plans. This company purchased Cape 
May from the Indians, and there effected a 
settlement, which they called Swandale, 
"from the number of swans they found in 
a creek near by," which settlement was de- 
signed to "raise tobacco and grain, and 
seals." But the venture 
The Indians destroyed 
and the whale and seal 
failure, the Dutch ap].)ear 
to have abandoned the country until they 
had grown more powerful at New Amster- 
dam, when, in 1655, they made the invasion, 
immortalized in "Diedrich Knickerbock- 
er's History of New York," under Governor 
Stuyvesant, and conquered it from the 
Swedes. 

The Swedes appear to have effected their 
lodgment here about 1637, under the reign 
of Queen Christina, and her name was given 
to a number of localities and improve- 
ments; such, for instance, as Christina 
creek, Christina church, Christina hundred, 
etc. They were a hardy, honest, frugal, and 
enterprising people, and the settlements they 
established soon became flourishing. Their 
intercourse with the natives must have been 
fair and generous, for the Indians were their 
firm friends. Several years before the pub- 
lication of Eliot's Bible in the Indian 
dialect, in New England, the Sw^edes here 
had their religious service printed in the 
language of the aborigines. In all respects 
their settlements appear to have been well 
regulated, and justice was meted out with 
an impartiality and firmness that would 
have been creditable even to their mother 



(58) 



PHILADELPHIA. 



59 



country. When they were conquered by 
the Dutch, and subsequently came under 
the jurisdiction of the English colony at 
New York, they submitted to the inevitable 
with good grace. One of them, in a letter, 
tells how they lived: — "We are almost all 
of us husbandmen, and our meat and drink 
is after the old Swedish custom. The coun- 
try is very rich and fruitful, and we send 
out yearly to our neighbors on this conti- 
nent bread, grain, flour, and oil. We have 
here, thank God, all kinds of venison, birds, 
and fishes. Our wives and daughters spin 
wool and flax, and many of them weave. 
We live in good peace and friendship with 
the Indians; and we only wish we had good 
and faithful shepherds and guardians of our 
souls. We may add, that since we are no 
longer under the government of Sweden, 
we have been well and kindly treated by the 
Dutch and the English." They appear to 
have preserved their native language for 
many years after their absorption into the 
English colony, and many of them occupied 
places of distinction and trust under that 
government. The titles to the lands they 
held were confirmed by the new authorities, 
and some of their descendants continued in 
possession of them until the present century. 
But the lapse of ages has obliterated their 
nationality and so anglicized their names 
that but few of them can now be recognized 
as those of their forefathers. 

The Indians who inhabited the country 
bordering on the Delaware appear to have 
Tseen a superior and peaceful race. They 
were called the Lenni Lenape, which signified 
in their language "the original people." 
They claimed by their traditions to have 
come from west of the Mississippi river, and 
to have conquered and driven off" the people 
they found here. The early Swedish writers 
describe them as being " tall, strong, nim- 
ble, and limbs well proportioned. Their 
color was yellowish-brown, their faces broad, 
small black eyes, large lips, and short, broad 
teeth, very white." Their language was 
thought, by those writers, to resemble the 
Hebrew, and the Indians themselves were 
not physically unlike the children of Israel. 
In their dealings with the white men they 
were scrupulously honest, and many of them 
became strongly attached to the early set- 
tlers. The treaties they made, which cost 
them so much and profited them so little, 
were never broken ; and when they had 
dwindled away, before the advancing tide of 



civilization, to a mere remnant of a mighty 
race, they left the burial-places of their 
fathers in search of new homes without a 
stain upon their honor. 

William Penn acquired his right to the 
territory embraced in Pennsylvania by a 
grant from Charles the Second, confirmed 
under the great seal on the 5th of January, 
1 68 1. It was made to him in liquidation 
of a debt due to his father, Admiral Penn, 
of the British navy. In describing this 
grant, and explaining the name given it, 
Penn writes: — "This day my country was 
confirmed to me by the name of Pennsyl- 
vania, a name the king would give it, in 
honor of my father. I chose New Wales, 
being, as this, a pretty hilly country ; but 
Penn being Welsh for a head, they called 
this Pennsylvania, which is the high or head 
woodlands, for I proposed (when the secre- 
tary, a Welshman, refused to have it called 
New Wales) Sylvania, and they added Penn 
to it ; and though I much opposed it, and 
went to the king to have it struck out and 
altered, he said 'twas past, and he would 
take it upon him ; * * for I feared 
lest it should be looked on as a vanity in 
me, and not as a respect in the king, as it 
truly was, to my father." Penn, being 
thus in possession of his province, at once 
began to offer inducements for its settle- 
ment. His terms were "forty shillings per 
one hundred acres, and one shilling per one 
hundred acres for quit-rent." These terms 
soon brought many purchasers, among them 
the "Free Society of Traders," formed in 
London, Bristol, etc., which bought at fir.st 
twenty thousand acres, and the appurtenant 
city lots assigned them were "an entire street, 
and on one side of a street, from river to 
river." The lots thus acquired are said to 
have been on Spruce and Pine streets of the 
]3resent city. In addition to this, they had 
four hundred acres in the Liberties. The 
original cost of this purchase was about 
S2000; but it must be remembered that 
money had a much higher relative value 
then than now. Many other sales were 
made, including the present site of German- 
town to a society of Germans formed in 
Frankfort. 

The first colony for Pennsylvania left Eng- 
land in August, 1 68 1, in three ships, and the 
earliest to arrive was the ship "John and 
Sarah," from London, commanded by Cap- 
tain Smith. The other two vessels did not 
arrive for some time after. It appears that 




NEW PUBLIC BUILDINGS, FROM BKOAI) A.NU ARCH SIRELIS. 



PHILADELPHIA. 



61 



these colonists landed at tlio Swedish settle- 
ment of Upland (now Chester), and re- 
mained there during the first winter. At 
the time of their arrival Philadelphia had not 
been located or surveyed. Indeed, it would 
seem that Penn was in no great hurry to lay 
out his metropolis, being determined to select 
the most available position for it. This was 
finally accomplished, and in 1683 Penn 
writes, saying, "Philadelphia is at last laid 
out, to the great content of those here;" and 
adds, "of all the many places I have seen in 
the world, I remember not one better seated, 
so that it seems to me to have been appointed 
for a town." The survey of the town was 
made by Thomas Holme, who had been ap- 
pointed surveyor-general of the province in 
England, and arrived here in the early part 
of the svmimer of 1682. His plot was com- 
pleted about the end of that year, and copies 
of his original map are still in existence. 
The ground embraced in his survey extended 
from Cedar street on the south to Vine street 
on the north, running through from the Dela- 
ware to the Schuylkill, and this continued to 
be the limits of the "old city" up to the 
consolidation of the districts, and, in fact, 
the entire county, in 1854. At the time this 
survey was made, there were no improve- 
ments within its limits. The Swedes had a 
settlement on its southern border, and it is 
probable that some lived north of it; but its 
area was an unbroken wilderness, inter- 
sected by creeks and streams, dotted with 
swamps and ponds, and crossed at various 
places by Indian paths. The forest trees 
were noted for their magnitude, and gave 
to the place the Indian name of Coaqua- 
nock, signifying "the place of tall pines." 
On the Delaware front was a high bank, in 
which the first settlers excavated caves, where 
they resided while their new homes were 
being erected. Philadelphia was organized 
as a borough, with a mayor and six aldermen, 
in 1684; and on the 25th of October, 1701, 
Penn granted it a charter as a city. In the 
midst of such scenes and under such circum- 
stances was commenced the building of a 
great city — a city founded by deeds of peace 
and named Brotherly Z(97v-— devoted by its 
founder "to freedom for all mankind," 
"where the will of no one man should hin- 
der the good of a whole country;" and 
from the seed thus planted has sprung a 
metropolis which has known only pros- 
perity, and which combines within itself 
as much of comfort and happiness for its 



people as can be found in any one place in 
the world. 

The character of William Penn, both 
public and private, presents an admirable 
blending of simplicity, purity, generosity, 
and wisdom. He devoted all his energies 
and abilities to the welfare of the colony he 
had founded, and his private fortune was 
liberally used for that purpose. In return 
for all this he received but little, either in 
gratitude or money, and his life was full of 
cares and sorrows. His first residence here 
was about two years, as his business con- 
cerns compelled him to return to England 
in 1684. In 1699 he came back to Phila- 
delphia and remained until 1701, when he 
was again called to England by the exigency 
of his affairs, and he never again set foot 
upon the soil of the New World which he 
so much loved. While in England he was 
imprisoned once for debt and four times for 
his religion. His financial embarrassments 
became so great that he was compelled to 
mortgage his colony, and finally, in 171 2, 
he negotiated a sale of it to the crown for 
the sum of twelve thousand pounds sterling, 
which sale, however, was never consumma- 
ted. Broken in health, disappointed in hope, 
and saddened by the ingratitude of many 
whom he had loved and befriended, he died 
on the 30th of July, 1718, in the seventy- 
fourth year of his age, and was laid to rest 
in the peaceful burial-ground at Rushcombe, 
in Buckinghamshire. His character has been 
assailed and his motives impugned, but there 
is no evidence in contemporaneous history to 
sustain the aspersions. His proprietorship 
was paternal, his government generous, his 
laws reasonable and just, and the Common- 
wealthhe founded is the only one in theworld 
that perpetuates the name of its founder. 

From its foundation Philadelphia may be 
said to have had an uninterrupted career of 
prosperity. Freed, as it was, from hostile 
Indians, and having none of the calamities 
to contend with which so harassed and im- 
po\-erished the early settlements in Virginia 
and New England, it increased steadily in 
population and commerce, and soon became 
the first city on the continent — a position 
it continued to hold until long after the 
Revolutionary war, and in some respects 
still maintains. Its trade with England at 
an early period was flourishing and profit- 
able, and its commence with the West Indies 
grew to a magnitude which, at the present 
time, can hardly be realized. In 1701 the 



62 



THE PENNSYLVANIA RAILROAD. 



[iM^M^ 







GRAVE OF BENJAMIN FRANKLIN. 

revenues of the port were returned at forty 
thousand dollars. This commerce was to 
some extent interfered with, during the first 
decade of the eighteenth century, by the 
war between England and France, in which 
privateers of the latter nation visited the 
lower Delaware and burnt a number of 
vessels belonging to the colonists. A feeling 
of resentment among the Philadelphians was 
inspired by these hostilities, and public meet- 
ings were held to provide means of defense 
and urge protection from the home govern- 
ment. 

The Quaker element for a long time held a 
controlling influence in the community, and 
at an early period exerted itself for the 
amelioration of the condition of the slaves 
and the abolishment of the colonial slave 



trade. The Friends' meeting at 
Germantown issued an address in 
1688 against slavery. In 1712 
William Southbee petitioned the 
assembly of the colony for a law 
freeing the negro slaves, but the 
house resolved that "It is neither 
just nor convenient to set them at 
iberty." These humanitarian 
efforts were revived and renewed 
from time to time, and as long 
as slavery had an existence in the 
country its most determined op- 
ponents were found among the 
Friends in Pennsylvania. 

Not only did the city flourish 
and grow in wealth and popula- 
tion, but it evinced considerable 
interest in the dissemination of 
knowledge, and became noted for 
its scholars and inventors. This, 
doubtless, to a great extent, was 
owing to the freedom which Penn 
allowed in his laws to the yjress, 
and to the marked ability of some 
of its early inhabitants. The 
names of Benjamin Franklin,* 
Adam Smith, David Rittenhouse, 
Thomas Godfrey (the inventor 
of the quadrant), Oliver Evans 
(an early and successful experi- 
menter with the steam-engine), 
and John Fitch (who unques- 
tionably may claim the honor of 
building and running the first 
steamboat), are known to the 
world, and around them clustered 
many other men of genius and 
ability who died and left no 
memories to outlive their time. In 1731 
Dr. Franklin established the first public 
library on this continent. It consisted of 
an association of thirty-eight persons, who 
paid forty shillings each per year for its 
support and increase. In 1740 a room was 
given it in the State House, and in 1742 it 
was incorporated as the "Library Company 
of Philadelphia." As such it still exists, 
and has grown to a magnitude and value 

* Franklin was as remarkable for his wit as his wisdom, and 
many anecdotes are told illustrating his peculiarities. Among 
them is the following: — In 1756 Franklin and others, including 
Governor Denny, were at Easton making a treaty with the 
Indians, When the Indians gave their names to the governor 
he would ask " Ben," as he called him, what he should think 
of to remember them by. He was always answered promptly. 
At last an Indian came whose name was Tocarededhogan. 
"What shall I think of to remember this name by, Ben?" 
asked the governor. "Think of a wheelbarrow — to carry a 
dead hog on 1" promptly answered the doctor. 



PHILADELPHIA. 



63 



% 



second to no other institution 
of the kind in the United 
States. Medical lectures were 
first given in the city in 1762, 
by Dr. Shippen ; and not long 
afterward the first medical 
school in America was regu- 
larly established by the au- 
thority of the trustees of the 
College of Philadelphia, of 
which Dr. Franklin was presi- 
dent. This college is still con- 
tinued, under the title of the 
University of Pennsylvania. 
The Pennsylvania Hospital — 
an institution of the higliest 
orderof merit, and based upon 
the broadest principles of phil- 
anthropy — was founded in 

I755-* 

Notwithstanding the rapid 
improvement and growth of 
Philadelphia, the city possesses 
more- relics of the past — more 
edifices around which hang a 
halo of history — than any other 
in the Union. The oldest 
among these is a portion of 
Penn's cottage, in Letitia court 
— a small street running from 
Market to Chestnut, between 
Front and Second. This house was built 
for Penn's use before his first arrival in the 
colony. It is a little two-story brick house, 
and is now occupied as a tavern. Near this 
is the Old London Coffee House, on the 
corner of Front and Market streets, a noted 
place in early colonial days, and which is at 
present a tobacco store. It was built in 1 702. 
The Old Swedes' Church, which stands on 
Swanson street, (so named from the Swedish 
family who once owned all the land in that 
part of the city, ) below Christian, is one of 
the most venerable edifices in America. The 
first church upon the site was erected in 
1677, and served both for a place of worship 
and a block-house, being constructed with 
loo])-holes and other appliances of defensive 
warfare. The present brick edifice was built 
in 1700, to take the place of the old one, 



* The corner-stone of the hospital building contains the follow- 
ing inscription, which succinctly shows the origin and objects of 
the institution: — "In the year of Christ MDCCLV.. George 
the Second happily reigning, (for he sought the happiness of 
his people. 1 Philadelphia flourishing, (for its inhabitants were 
public-spirited,} this building, by the bounty of the government 
and many private persons, was piously founded for the relief of 
the sick and miserable. May the God of mercies bless the un- 
dertaking !" 




swedes' church. 

and it stands venerable in its antiquity and 
hallowed by its associations. 

Another sacred relic of colonial times is 
Christ Church, on Second street, north of 
Market. It was begun in 1727 and finished, 
by the raising of the steeple, in 1754. Its 
chime of bells is among the oldest on this side 
of the Atlantic. On the tenor is inscribed, 
"Christ Church, Philadelphia. Thomas 
Lester and Thomas Peck, of London, made 
us all." When the British troops took 
Philadelphia, these bells, like others in the 
city, were removed to prevent them falling 
into the hands of the enemy and being cast 
into cannon. They returned with the pa- 
triots, and have remained to peal forth their 
music ever since. In their time they have 
summoned to worship some of the greatest 
men our country has produced. Washington 
was a regular attendant at Christ Church 
when President of the United States, and 
many of the heroes and patriots of the 
"times that tried men's souls" rest in its 
vaults. 

"Independence Hall," the Mecca of 
American freemen, stands on Chestnut 




STATE HOUSE AND liNDEl'hNDENCL HALL. 



PHILADELPHIA. 



65 



Street, between Fifth and Sixth. 
It was commenced in 1729 and 
completed in 1734. This build- 
ing has been so often described, 
that ahnost every school-boy is 
familiar with its history. It was 
in it that the Declaration of Inde- 
pendence was considered and 
adopted, and from its portals it 
was proclaimed. In it Washing- 
ton received his commission as 
commander-in-chief of the Ameri- 
can army; in it the Articles of 
Confederation were adopted in 
1778; and in it the Constitution 
of the United States was framed 
in 1787. Almost every name 
and every incident connected 
with the birth of the nation is 
associated with this edifice. It 
is a shrine which hundreds visit 
daily, and its sacredness must in- 
crease as experience demonstrates 
the wisdom of those who, within 
its walls, perfected a system of 
government "by the people and 
for the people." 

Another edifice, scarcely less 
sacred, is "Carpenters' Hall," 
which stands to the south of 
Chestnut street, between Third 
and Fourth streets, and is reached "^--^ 
by a passage-way from the street 
first named. It was built in 1770 
by the Association of House Carpenters, 
and is still owned by them. The first 
Colonial Congress assembled in this build- 
ing September 5th, 1774, — -that body which 
Lord Chatham declared to Benjamin Frank- 
lin to be "the most honorable assembly of 
men that had ever been known," — -and it 
was in it that Patrick Henry poured forth 
those passionate appeals for liberty which 
so electrified the colonies. This hall was 
occupied for a number of years by the Bank 
of the United States, subsequently as the 
custom-house, and for other purposes; but 
is now restored, as nearly as possible, to 
its original condition. 

While Philadelphia was growing in wealth 
and importance, her enterprising citizens 
were not unmindful of the advantages to 
be gained by intercourse with the country 
around them. To facilitate this, regular 
post-routes were established to New York, 
Baltimore, and places even more remote, 




CHRIST CHURCH. 

as early as 1756. The most distant places 
were reached only by post-riders; but to 
New York and Baltimore stage lines ran, 
and it was deemed an achievement when 
those cities were brought within three 
days' travel. Roads were opened to several 
points in the colony — particularly to the 
Susquehanna river,* and from those points 
trails were continued to the Ohio, and sup- 
plies carried to trading and military posts 
there by trains of pack-horses. In 1771 a 
commission, of which Dr. Franklin was one, 
was appointed to select a suitable point for 
bridging the Schuylkill river, and Market 
street vv'as fixed upon. When the bridge was 



* In " An Account of the European Settlements in Amenca, 
imlilishcd in London in 1761. the .wlhorship of which is at- 
tributed to F.dnnin<l Burke, after alluding to the commerci.il 
enterprise of Philadelphia, the writer says ; 

" Beside the (luantity of all kinds of produce of this province 
which is hrought down the rivers Delaware and Schuylkill, 
* * * * the Dutch employ between cisht and nine thousand 
wagons, drawn each by four horses, in bringing the produce of 
their farms to this market." 




CHESTNUT STREET, FROM NINTH. 



PHILADELPHIA. 



67 







carpenters' hall. 

built it proved, according to early chronicles, 
"a great convenience to the people." 

Thus passed away more than three-quarters 
of a century, while the colonists of Penn and 
their descendants were building up a city, 
founding a State, and firmly establishing 
those principles of justice and liberty which 
had induced them to seek homes in the new 
world. But the reign of peace was ended, 
and the colonies were preparing to resist an 
oppression they could no longer endure. 
The first Colonial Congress had met in Car- 
penters' Hall, and, after declaring their de- 
termination to insist upon their rights as 
men and as freemen, had adjourned. The 
second now convened in Independence 
Hall, on the loth of May, 1775. When it 
adjourned the colonists had girded on their 
armor, and pledged their lives, their fortunes, 
and their sacred honor to be free and inde- 
pendent. Philadelphia then became, more 
than ever, the centre of the United .States, 
and for the next eight years her history is a 
most stirring one. It was here that Wash- 
ington was proclaimed commander-in-chief 
of all the forces raised and to be raised for 



the achievement of independence. It was 
here that Mercer and Wayne and Sullivan, 
and hundreds of other heroes whose names 
are immortal, rallied around the great chief- 
tain, never to desert him while life lasted 
and the cause he championed needed their 
services. It was here that Robert Morris 
planned and executed his financial schemes, 
which kept the suffering band of patriots 
together through the long struggle that so 
gloriously terminated with the surrender of 
Cornwallis at Yorktown. During the strug- 
gle the country around Philadelphia was 
made sacred by many battles. To the west, 
and at the distance of but a few miles, lies 
the field of Brandywine, where the Ameri- 
cans, under Washington, so gallantly but 
fruitlessly, contended for an entire day, on 
the nth of September, 1777, against the 
well-appointed veterans of Great Britain, 
commanded by General Howe. Again, at 
Germantown, within the present city limits, 
the same forces met, on the 4th of October 
of the same year, and fought with equal 
desperation, but with similar results. It was 
at Red Bank, a month later, in sight of the 
city, that the Hessians were so gallantly re- 
pulsed by Colonel Greene, and Count Dunop, 
their commander, fell and lies buried. It 
was through the counties of Chester and 
Bucks that "Mad Anthony Wayne" and 




LniF.RTY liELL. 




WEST WALNUT STREET. 



PHILADELPHIA. 



69 



Col. John Lacy and their Pennsylvanians 
raided, with a daring that no obstacles could 
check, for provisions to feed Washington's 
starving army at Valley Forge. It was 
through the streets of Philadelphia that the 
Hessians, captured at Trenton, were marched 
by their tattered guards. It was through 
the same streets that the entire Continental 
army paraded, headed by Washington, when 
it became necessary to convince the doubt- 
ing that the struggle against the power of 
Great Britain was not a hopeless one. And 
it was here that Pennsylvania's Committee 
of Safety put forth that unconquerable zeal 
and determination which knew no shadow 
of fear and no abatement of hope until the 
war had accomplished all they desired. 

During the war the British forces held pos- 
session of Philadelphia about nine months, 
having entered it on the 26th of September, 

1777, and evacuated it on the 19th of June, 

1778. The winter they passed here was 
marked by unusual gayety, and the British 
officers were untiring in their efforts to pro- 
vide amusements for themselves and the 
ladies with whom they associated. Theatri- 
cal performances were frequently given, and 
one of the most active participants in and 
promoters of these was Major Andre, whose 
sad fate at a later period is so well known. 
Before leaving the city, in the spring, a 
magnificent fete was given by the officers in 
honor of their commander. It was called 
the "Meschianza," and consisted of a re- 
gatta, a tournament, and a ball, all carried 
out with a regard to detail and a lavish ex- 
penditure never surpassed, if equaled, on 
this continent. Major Andre pronounced 
it, in a written description, "the most 
splendid entertainment ever given by an 
army to its general." 

After the evacuation of the city by the 
British, the American army retook posses- 
sion, and General Benedict Arnold was 
placed in immediate command. His style 
of living rivaled that of the English lords 
who had preceded him ; and it is believed 
that this extravagance led to the embar- 
rassments which afterward caused him to 
attempt the sale of his country. The Con- 
tinental Congress resumed its sessions here, 
and the invaders never again trod the streets 
as conquerors. From that time until the 
close of the war Philadelphia continued to 
be the centre of the struggling colonies. 

During the Revolution the first bank in 
the United States was established here. 



This was called the Bank of Pennsylvania, 
and was founded by some patriotic gentle- 
men in 1780, for the temporary purpose of 
supplying the army with provisions. In 
1 781 the first permanent institution of the 
kind was established. This was the Bank of 
North America, which was incorporated by 
the Continental Congress, and began its 
existence with specie sent from France, at 
the instance of Robert Morris. This, and 
the specie left in the city by the British, 
placed it on a firm basis. In 1789 it issued 
bills of the denomination of one penny, for 
the purpose of supplying change. The bank 
is still in successful operation. 

When peace was proclaimed and the na- 
tional existence recognized. New York be- 
came, for a time, the seat of government ; 
but in 1790 it was removed to Philadelphia, 
where it remained for ten years, and then 
was finally fixed at Washington. The es- 
tablishment of the national capital here 
brought with it Wa.shington, who was then 
President; John Adams, Vice-President; 
and Thomas Jefferson,* Alexander Hamil- 
ton, General Knox, and others who were 
connected with the cabinet. Not one of 
the mansions occupied by these men is now 
standing. Congress held its sessions in the 
building at the south-east corner of Sixth 
and Chestnut streets, which still remains, 
externally, in the condition it then was, — 
the House of Representatives occupying the 
first floor and the Senate the second. The 
Supreme Court of the United States sat in 
the second floor of the building at the cor- 
ner of Fifth and Chestnut streets, now occu- 
pied by the mayor. 

Washington's residence in Philadelphia 
has been very minutely described by the 
chroniclers of the times. "He had formal 
receptions as President every two weeks, on 
Tuesday afternoon. At three o'clock the 
visitor was introduced to his dining-room, 
from which all seats had been removed. On 
entering he saw the tall, manly figure of 
Washington, clad in black silk velvet, his 



* The following anecdote is related of Jefferson's residence 
here : — " Being of an investigating mind, the philosopher, it is 
said, tried a philosophical experiment, which did not come up 
to his theories. Reasoning on the fact that plants may be pre- 
served in hot-houses in winter merely by tne warmth of the 
sun shining through the glass, the ' Sage of Monticello,' arguing 
on the supposition that men require no more caloric than plants, 
tried the experiment as to whether he could do without other 
heat in winter than that yielded by the sun's rays, which were 
to be admitted by properly fitting up the south veranda. I'n- 
fortunately for philosophy, practical knowledge satisfied him 
that men arc not precisely similar to plants, and the experiment 
was declared unsuccessful." 



70 



THE PENNSYLVANIA RAILROAD. 




GIRARD CC11.LEGE. 

hair in full dress, powdered and gathered 
behind in a large silk bag; yellow gloves on 
his hands, holding a cocked hat, with a 
black cockade in it, and adorned with a 
black feather about an inch deep. He wore 
knee and shoe buckles and a long sword. 
He stood always in front of the fire-place, 
with his face toward the door of entrance. 
The visitor was conducted to him and his 
name distinctly announced. He received 
his visitor with a dignified bow, in a manner 
avoiding to shake hands, even with best 
friends. As visitors came they formed a 
circle round the room ; and at a quarter past 
three the doors were closed and the circle 
was formed for that day. He then began 
at the right and spoke to each visitor, 
calling him by name and exchanging a few 
words. When he had completed his circuit 
he resumed his first position, and the visitors, 
approaching him in succession, bowed and 
retired. His dinner-parties were given 
every Thursday, at four o'clock, precisely, 
— never waiting for any guests. He always 
dressed in a suit of black, sword by 
his side, and hair powdered. Mrs. Wash- 
ington often, but not always, dined with the 
company, and if there were ladies present 
they sat on each side of her. Mr. Lear, 
his private secretary, sat at the foot of the 
table, and was expected to be specially 
attentive to all the guests. The President 
himself sat half-way from the head to the 
foot of the table. He always asked a bless- 
ing at his own table, and in a standing 
position. If a clergyman was present he 



asked him to do it. The dishes 
were always without covers ; a 
small roll of bread, enclosed in 
a napkin, was on the side of 
each plate. The President gen- 
erally dined on one dish, and 
that of a very simple kind. 
He avoided the first or second 
course as ' too rich for me !' He 
had a silver pint cup or mug of 
beer placed by his plate, of which 
he drank; he took but one glass 
of wine at dinner and com- 
monly one after. He then re- 
tired, (the ladies having gone a 
little before,) leaving his secre- 
tary to tarry with the wine-bib- 
bers." He used a coach-and- 
four, with two footmen in livery, 
when he went abroad, and it 
was a common thing to see a 
crowd collected in front of Christ Church, 
waiting to catch a glimpse of him as he 
emerged and drove away. His manner is 
described as being affable — almost paternal, 
his expression grave, and his dignity marked 
and impressive. 

After the removal of the seat of govern- 
ment to Washington, Philadelphia lost much 
of her political prestige, but none of her 
importance as a place of business. Her 
commerc e grew rapidly during the early part 
of the nineteenth century, and her supre- 
macy in this respect over all American rivals 
was unquestioned. Her trade with the East 
and West Indies developed into prominence, 
and the accumulation of wealth by her mer- 
chants was rapid and vast. Some of the 
names connected with her commerce are 
familiar to most readers, and one of them, 
by the magnificent charity and wonderful 
foresight of him who bore it, is so blended 
with Philadelphia that no sketch of the city 
could be complete without its mention. 

Stephen Girard came here in his youth, 
comparatively poor. He was a Frenchman 
by birth, but at an early age went to sea 
and followed it for many years. It was as 
captain of a ship that he first entered the 
Delaware, and he continued to make his 
voyages for some time after he had fixed 
upon this as his home. Finally he settled 
down in Philadelphia as a general trader, 
and by his almost supernatural sagacity and 
indomitable energy accumulated the largest 
fortune ever, up to that period, gained by 
an American. He died in 1832, leaving all 



PHILADELPHIA. 



71 




FAIKMOUNT I'ARK, KROM CONNECTING RAILROAD BRIDGE. 



his property, with the exception of a few 
insignificant personal bequests, to the city. 
At that time his estate so bequeathed was 
estimated at several millions of dollars, 
and now it is probably worth more than 
fifty millions. A part of this estate was, by 
his will, to be devoted to the foundation of 
a college, which should accommodate not less 
than three hundred children, who must be 
poor white male orphans, between the ages 
of six and ten years, and who are to be sup- 
ported and instructed until they arrive at the 
age of sixteen, when they must be appren- 
ticed to good trades or other useful avoca- 
tions.* To meet this requirement the city 
erected, on the site designated and be- 
queathed by Girard, consisting of forty-five 
acres of ground on Ridge road, a structure at 
a cost of two millions of dollars, which is one 



* A peculiar restriction in the will of Girard, and one that has 
caused much comment, is the following :—" I enjoin and require 
that no ecclesiastic, missionary, or minister of any sect wliatso- 
ever, shall ever hold or exercise any station or duty whatever in 
the said college ; nor shall any such person ever be admitted for 
any purpose, or as a visitor, within the premises appropriated to 
the purposes of the said college." He makes this restriction, 
he says, "not to cast any reflection upon any sect or person," 
but " to keep the tender minds of the orphans free from the ex- 
citement which clashing doctrines and sectarian controversy are 
apt to produce." He desires, also, that pains shall be taken 
by instructors to instill into the minds of the children " the 
purest principles of morality," and " a love of truth, sobriety, 
and industry." 



of the most beautiful buildings in America, 
and the truest specimen of Corinthian 
architecture of modern times. It now 
contains five hundred and forty-six pupils, 
and the number is from year to year 
increased. 

Although Philadelphia was founded by a 
peaceful people, and possesses a fair repu- 
tation for quiet and order, yet on several 
occasions partisan feeling has run so high that 
the wildest excesses have been committed in 
her streets. As early as 1 742 a riot occurred 
at the polls, which is known in history as the 
"bloody election ;" but it was reserved for 
a hundred years later to demonstrate how 
frenzied our people can become in the 
midst of excitement. In 1844 occurred 
the "great Native-American riots," during 
which churches and other buildings were 
burned and several lives destroyed. On two 
occa-sions during that year did those disturb- 
ances occur, and on both of them blood was 
shed. The first was in May, in the then dis- 
trict of Kensington, and the second in July, 
in the district of Southwark. The cause of 
those outbreaks was a dispute between what 
was called the Native-American jiarty and the 
Irish Catholics. Fortunately they were mere 
ebullitions of passion, and they soon passed 



PHILADELPHIA. 



73 



away, leaving no 
other f e e 1 i n g 
than regret. 

As the city 
increased in 
population it was 
found that the 
divided au- 
thority which 
existed in it and 
its many suburbs, 
called districts, 
was a serious ob- 
stacle to the pre- 
servation of 
order. A street 
became a barrier 
which an officer 
of the law could 
not pass, and 
rogues and riot- 
ers, by fleeing 
from one square 
to another, were 
free from moles- 
tation. This led 
to the consolida- 
tion, in one municipality and 
under one charter, of the en- 
tire county of Philadelphia, 
in 1854. By this act it became 
the largest city in territorial 
area in America, and second 
only to London, in Europe. 
Its limits now embrace one 
hundred and twenty square 
miles, — -their extreme length, 
north and south, being twen- 
ty-three miles, and their 
width, from east to west, 
averaging about five and a 
half miles. 

Within this area are em- 
braced a number of suburban 
villages. Among these Ger- 
mantown. Chestnut Hill, and 
Torresdale are noted for 
their elegant residences; Rox- 
borough, Manayunk, Falls 
of Schuylkill, and Frank- 
ford are celebrated for their 
manufactories; and Byberry, 
Holmesburg, and others are 
rural villages. Each of these 
places has its history as well 
as its peculiarities — the first 
frequently being as romantic 




74 



THE PENNSYLVANIA RAILROAD. 




BELMONT r,LE\, FAIRMOUNT PARK. 



as the second is striking; but tliey are 
all now parts of one grand city, and it 
is as well, perhaps, that the blending be 
complete. 

Philadelphia has long been noted for her 
public squares and parks. In the original 
plan of the city, as laid out by the direction 
of Penn, five of these squares were reserved, 
viz., Washington Square, on Walnut street, 
between Sixth and Seventh streets; Frank- 
lin Square, between Race and Vine and Sixth 
and Seventh streets ; Rittenhouse Square, 
on Walnut street, between Eighteenth and 
Nineteenth streets; Logan Square, between 
Race and Vine and Eighteenth and Nine- 
teenth streets; and Centre (afterward called 
Penn ) Square, at the intersection of Market 
and Broad streets. Of course the names they 
now bear were given to them long after the 
time of Penn, in honor of distinguished 
Americans. The four first named are 
• handsomely improved and enclosed, and are 
favorite resorts in summer. Penn Square 
has been chosen as the site for the new pub- 
lic buildings, and, when completed according 



to the design adopted, they 
will present an appearance 
unsurpassed in grandeur on 
the continent. There are 
also a number of squares or 
parks in the new portions of 
the city, which are now en- 
closed and planted with trees, 
and in time will become as 
ornamental as those of the 
olden time. 

Fairmount Park — the great- 
est public park ever designed 
in the United States, and 
surpassed in extent and natu- 
ral beauty by few in the world 
— owes its origin to the ne- 
cessity of securing an ample 
supply of pure water for the 
city.* To accomplish this 
the Fairmount Water-works 
were commenced at what was 
known as Morris Hill, on the 
Schuylkill, in 1819, and com- 
pleted in 1836. In the con- 
struction of these works the 
grounds adjacent to them were 
beautified, and soon became 
celebrated throughout the 
country. From time to time 
the area of these grounds was 
enlarged, until now they em- 
brace two thousand nine hundred and 
ninety-one acres, extending for a distance 
of five miles along the river and six along 
its romantic tributary — the Wissahickon. 
Within this wide -spread area are rocky 
precipices and grassy plains — wooded hills 
and secluded dales — meandering rivulets and 
murmuring waterfalls — extended prospects 



* Benjamin Franklin was, it is believed, the first person to 
publicly call attention to the necessity of providing some other 
water supply than the wells used in early times. He recom- 
mended that the water from the Wissahickon be brought into 
the city by pipes. In 1789. Mr. B. H. Latrobe recommended 
that the \\ater of Spring Slill creek be brought a distance of 
about twelve miles by an aqueduct. In 1792 the Delaware and 
Schuylkill Canal Company was authorized by its charter a 
supply the city with water. This was to be done by a canal on 
Broad street, from which it was to be conducted into all parts 
of the city. About 1790, water-works were constructed at the 
termination of Chestnut street, on the Schuylkill, and the water 
brought into Centre (now Penn) Square, from whence it was 
distributed, by means of steam-power. In 1811, the supply be- 
ing inadequate, Mr. Frederick Graff, who afterwartl constructed 
the Fairmount works, proposed that water be pumped by water- 
power into reservoirs on Morris Hill. Ihis led to the com- 
mencement of works there, but they were not put in operation 
until 1817. These, too, soon proved inadequate, and led to the 
commencement of the present works. There are also three 
other works for supplying the city with water in operation, 
known as the Spring Garden, Kensington, and West Philadel- 
phia, The first and last named of these draw their supply from 
the Schuylkill, the Kensington works from the Delaware. Gas 
was introduced in the city in 1836. 



PHILADELPHIA. 



VO 



over city and coun- 
try — the placid 
Schuylkill and 
the picturesque, 
legend- haunted 
Wissahickon, — 
combining a va- 
riety and beauty 
of scenery that can 
nowhere else be 
found. The park 
is under the 
charge of a num- 
ber of distin- 
guished gentle- 
men, known as the 
park commission, 
who serve without 
remuneration, and 
devote a great deal 
of time, as well as 
taste and skill, to 
its improvement 
and adornment. 
From year to year 
the drives, bridle- 
paths, and walks 
are extended, and 
the ruggedness of 
nature toned to 
please the eye and 
add to the enjoy- 
ment of the peo- 
ple. Already the 
continuous car- 
riage drive, mostly 
along the Schuyl- 
kill and Wissa- 
hickon, extends a 
distance of over 
twelve miles, and 
of this five miles 
is through the 
beautiful valley of 
the last-named 
stream. This con- 
tinuous drive, in 
circuit almost a 
day's journey, car- 
ries one across 
the Schuylkill; 
through tunnels 
cut in the solid 
rock ; by mansions 
made memorable 
as the homes of 
such men as the 




76 



THE PENNSYLVANIA RAILROAD. 




LINCOLN MONTMENT, FAIRMOUNT PARK, 

Penns and others who took conspicuous part 
in our early history ; by the monuments in 
Laurel Hill — the most beautiful cemetery, 
probably, in this country; by the towering 
rocks of the Wissahickon, which the legends 
of Lippard have made familiar; and on into 
solitudes as deep as can be found a thousand 
miles away from a city. The Schuylkill, 
within the park limits, is the favorite 
aquatic course of the United States, and is 
often selected for contests between cham- 
pions of the oar. A number of local boat 
clubs have their houses on its banks, some 
of them being expensive, and all of them 
tasteful, structures. An art gallery, con- 
taining some magnificent paintings, is free 
to all, and a zoological garden is now 
in the full tide of prosperity. Numerous 
monuments and statues have been erected — 
some of them gems of art imported from 
Europe at great expense. Altogether, both 
as nature made it and as art has adorned it, 
it would be difficult to find a more beautiful 
spot than Fairmount Park. 

This park has been selected as the site of 
the buildings to be erected for the centennial 



celebration of American in- 
dependence in 1876. An 
area of four hundred and fifty 
acres has been set apart by 
the city for this purpose, and 
it would be impossible to find 
a more convenient or com- 
manding situation. On this 
will be erected the largest 
and most imposing series of 
buildings ever constructed in 
America, or possibly in the 
world, — a portion of which 
will be permanent, and dedi- 
cated for all time as a free 
art museum for the people. 
Ample means are already 
guaranteed for the purposes 
of the exhibition, and when 
the character of the American 
people is considered, — their 
veneration for everything con- 
nected with the national birth 
and the establishment of their 
liberties — their homogeneous- 
ness — their wonderful me- 
chanical ingenuity and inven- 
tiveness — their diversified 
products and industries — their 
position in the centre of the 
great highway between Asia 
and Europe — the fraternal feeling that links 
them with the sister republics of Spanish 
origin — the natural and artificial wonders 
which the United States present to attract 
travelers from every clime, -^-no doubt can 
be entertained of the complete success of 
this World's Exposition. 

Philadelphia is well supplied with places 
of amusement. Her Academy of Music is 
the most extensive and perfect building of 
the kind on the continent, and her theatres 
are capacious and handsome. She can boast, 
also, the largest public hall in the United 
States. The new Academies of the Fine 
Arts and of Natural Sciences, now in course 
ef erection, will compare with any similar 
institutions. The collection of -specimens 
in the last-named institution has long been 
celebrated for its extent and completeness. 
The beautiful hall of the Pennsylvania His- 
torical Society contains a library and museum 
of great interest. The city has also a 
number of superior hotels, — some of them 
unsurpassed in elegance, — and new ones are 
being erected from year to year to meet 
the demands of business. In no respect. 



PHILADELPHIA. 



77 



indeed, can Philadelphia be considered defi- 
cient in the requisites necessary for the 
pleasant sojourn and entertainment of both 
citizens and strangers. 

Among the many charitable and benevo- 
lent institutions which have so long made 
the city renowned may (in addition to the 
Pennsylvania Hospital and Girard College, 
already noticed) be mentioned the Episco- 
pal Hospital, the Presbyterian Hospital, St. 
Joseph's Hospital, St. Francis' Hospital, 
the German Hospital, the Jewish Hospital, 
the Hospital of the University of Pennsyl- 
vania, the Children's Hospital, Pennsylvania 
Hospital for the Insane, Wills' Hospital for 
the Indigent Blind and Lame, the Philadel- 
phia Hospital, at the Almshouse, and many 
others of more limited operation ; also, the 
Pennsylvania Institution for the Deaf and 
Dumb, the Pennsylvania Institution for the 
Instruction of the Blind, the Dispensaries, 
and hundreds of others intended to relieve 
the suffering, help the deserving, and min- 
ister to the wants of the unfortunate. In- 
deed, it is doubtful whether any city in the 
world can show such an array of charitable 
institutions as Philadelphia. Any of these 
places can be found by reference to a city 
directory, and a visit to them will well repay 
the humanitarian. 

In architecture Philadelphia contains some 
of the finest specimens on the continent. 
The new building of the University of 
Pennsylvania is a beautiful structure, and 
the same may be said of the Cathedral and 
many other institutions. Its churches are 
numerous, and a large number of them are 
really magnificent. Its school buildings are 
admirably constructed, some of them being 
models in their way. The new Masonic 
Temple is the finest edifice of the kind in 
the world, and will stand for ages a monu- 
ment of the liberality and taste of the order 
that erected it. Many of its private resi- 
dences are superb in their appointments and 
designs. It is emphatically a city of 
HOMES. The unlimited area of territory 
open to improvement, the perfect system of 
passenger railways,* the straight streets ex- 
tending for miles and constantly lengthen- 
ing, combine to make it a delightful place 



* The street-railway system of Philadelphia is the most ex- 
tensive in the world. By it every portion of the city is con- 
nected together, and the remotest suburb is made accessible. 
There are fifteen passenger railway companies, and in 1873 
these companies carried sixty-eight millions seven hundred and 
seventy-one thousand nine hundred and ninety-five passengers, 
receiving in fares the sum of 1^4,456,676.6^. 



of residence for all classes of people ; and 
the productive, highly-cultivated country 
surrounding it renders its markets equal to 
any in the world. All these, added to its 
advantageous location, have made it the 
great manufacturing centre of the Union — 
a pre-eminence it will probably always 
maintain. 

Within the last few years the commerce 
of Philadelphia, which had languished for a 
long time, has been greatly stimulated, and 
it is probable that during the next decade 
it will grow to proportions greater than ever 
before. The wonderful development of the 
transportation system controlled by the 
Pennsylvania Railroad Company is making 
Philadelphia an outlet for the products of 
the West, and the shipping interests of 
Europe are learning that freights for their 
vessels can as certainly and conveniently 
be obtained here as at any other Ameri- 
can port. In consequence of this, regular 
lines of steamers have already been estab- 
lished to and from Antwerp and Liver- 
pool, and irregular steamers are arriving 
from many other European ports. Sailing 
vessels from India, China, the West India 
Islands, South America, and Europe can at 
all times be seen loading and unloading at 
her wharves, and local lines of steamships 
connect her with Havana, New Orleans, 
Savannah, Wilmington, and Charleston. 
The trade in petroleum has grown into vast 
proportions, and fleets of ships are con- 
stantly loading with this jiroduct of Penn- 
sylvania for various foreign markets. The 
Red Star Line, between Philadelphia and 
Antwerp, established under the auspices of 
the Pennsylvania Railroad Company, com- 
menced running in the early part of the 
year 1873. ^^ carries the Belgian and 
United States mails. The vessels of this 
line have gained an exalted reputation for 
their performance at sea. They are nearly 
uniform in size, are constructed of iron, and 
have received the highest class at English 
Lloyds, under whose special inspection they 
were built. The docks and wharves of the 
Red Star and American Lines are also a ter- 
minus of the Pennsylvania Railroad, so that 
passengers destined for points in the United 
States, beyond Philadelphia, are transferred 
with their baggage directly from the steam- 
ships to the cars, by which arrangement 
they are saved expense and annoyance. 

With that breadth t>f eiUer|)rise which has 
marked llie Pennsylvania Railroad Company 



MANTUA— HESTONVILLE—OVERBROOK—MERION. 



from the earliest period, its managers, several 
years ago, expressed a willingness to assist 
in the establishment of a regular line of 
American steamers between Philatlelphia 
and Liverpool, and in 1871 succeeded in 
organizing a company, of which it has the 
control, for that purpose. This company 
has now completed four first-class iron 
steamships, built in Philadelphia, equal, in 
all respects, to any vessels ever floated, and 
they are the only vessels of the kind that 
have been constructed in the United States 
for the Atlantic trade during the last four- 
teen years. The materials used in the 
construction of these ships are of Ameri- 
can production or manufacture, and the 
vessels of the American Line now in service 
have proved themselves to be among the 
fastest and most comfortable afloat. 

The Pennsylvania Railroad Company 
has offices at Broad and Chestnut streets, 
at Ninth and Chestnut streets, and at 
116 Market street, where tickets are sold 
to almost every point in the United States. 
At these offices sleeping-car tickets can 
also be procured, and baggage checked to 
destination. The traveler can enter any 
one of them and complete the arrange- 
ments for his journey ; can procure a 
ticket which will carry him almost any- 
where ; can have his baggage called for 
and checked at his home ; can provide 
for a comfortable carriage to be in readi- 
ness at his door when the time for depart- 
ure arrives ; and can arrange the details of 
personal comfort for his journey to the 
extent of a berth, a state-room, or a par- 
lor car, as his taste or inclination may 
require. These facilities are now so com- 
plete, and the comfort and safety of the 
road so well established, that travel has 
been changed from tedious labor to pleas- 
ant recreation. 

With a history embracing so much that is 
interesting to Americans — with resources 
which have stimulated her manufactories to 
the highest degree of proficiency and pro- 
minence — with transportation connections 
binding her to all portions of the United 
States — with a comparatively unlimited area 
open to her growth — with a rich and vast 
territory tributary to her markets — with her 
commerce resuscitated and rapidly growing 
in importance — Philadelpliiacan fairly claim 
a position among the great cities of the 
world. 

Population. — Aggregate, 674,022. Native, 



490,398; foreign, 183,624; Irish, 96,698; 
German, 50,746; colored, 22,147. 

Maiutfacturcs. — Number of manufactur- 
ing establishments, 8184; capital invested, 
§174,016,674; hands employed, 137,496; 
wages paid, $58,780,130; materials used, 
§180,325,713; value of products, $322,- 
004,517. 

Commerce, i8j 2. — Vessels arrived — Ameri- 
can, 503; tonnage, 185,727; crews, 4943; 
foreign, 522; tonnage, 232,184; crews, 
6325. Aggregate arrived — vessels, 1025 ; 
tonnage, 417,911 ; crews, 11,268. Vessels 
cleared — American, 343; tonnage, 153,845; 
crews, 3741. Foreign, 547; tonnage, 251,- 
467 ; crews, 6526. Aggregate cleared — 
vessels, 890; tonnage, 405,312; crews, 
10,267. Of the arrivals, 27 were steam ves- 
sels, of which 21 were American and 6 for- 
eign. Of the clearances, 27 were steam 
vessels, of which 16 were American and 11 
foreign. 

Imports, i8j2. — Value, §20, 383, 853. 

Exports, i8j2. — Domestic, value, §20,- 
982,876 ; foreign, §33,874. Aggregate ex- 
por;s, §21,016,750. 

Banks and Banking Capital. — National 
and State banks, 44. Aggregate capital, 
§28,000,000. Savings banks, 5. 

Mantua, two miles. • — Junction of 
"Connecting Railroad," unithig the Penn- 
sylvania Railroad proper with the New 
Jersey Division. Through trains from the 
West to New York pass directly on from 
this junction, and those from New York 
unite here with westward-bound trains from 
Philadelphia. Mantua Junction is within 
the corporate limits of the city. 

Hestonville, three miles. — Within the 
corporate limits of Philadelphia. 

OvERBROOK, four and a half miles. — 
Within the corporate limits of Philadelphia, 
and immediately on the line of Montgomery 
county. The extensive College of St. Charles 
Borromeo, under the control of the Catholic 
Diocese of Philadelphia, is near, and acces- 
sible from, this station. 

Merion, five miles, is in Lower Merion 
township, Montgomery county. Thiscounty, 
originally a part of Philadelphia, was estab- 
lished by act of September loth, 1784. 
The surface of the county is undulating, and 
the soil generally fertile and highly cul- 
tivated. Lying in close proximity to Phila- 
delphia, and accessible by numerous lines 
of railroad, the advantages of its beautiful 
scenery, pure water, and salubrity of 



80 



THE PEXXSVLVANIA RAILROAD. 




ARDMORE STATION. 



atmosphere have been extensively utilized by 
persons doing business in that metropolis, 
and magnificent country residences dot it in 
every part. A small portion of the county 
only lies on the line of the Pennsylvania 
Railroad ; but this is charmingly picturesque, 
and is rapidly being transformed into a 
suburb of the great city. Population of 
Montgomery county, 81,612. Value of 
agricultural productions, §7,959,263. Num- 
ber of manufacturing establishments, 1089; 
hands employed, 8475 '> wages paid, $2,904,- 
448: capital invested, §9,050,983; materials 
used, 310,674,495 ; value of products, §16,- 
933,703. Iron-ore mines, 19; hands em- 
ployed, 227; wages paid, §90,253; capital 
invested, §75,960; tons mined, 52,179; 
value, §156,736. There are five marble 
quarries in operation in the county. 

Elm, six miles, is a favorite locality for 
summer boarders, and superior accommoda- 
tions for about one hundred exist in the 
vicinity of the station. 

WvNNEwooD, six and one-half miles. — 
This station is named after Thomas Wynne, 
president of the first colonial assembly of 
Pennsylvania, — convened by Penn on the 
2ist of January, 16S3, — who accom])anied 
the early colonists from Wales, and resided 
in the immediate vicinity on property still 
in possession of his descendants. 



Ardmore, seven and one-half miles. — 
An active local business is done here. The 
village contains four churches, representing 
as many denoininations; two private and 
one large public school; two public halls, 
one belonging to the Masonic fraternity and 
one to the Athensville Library. Extensive 
accommodations, both public and private, 
are provided for summer boarders. 

Haverford, eight miles. — South of this 
station is Haverford College, an institution 
belonging to and controlled by the Society 
of Friends, but open to all students. The 
college buildings occupy a pleasant position, 
and are surrounded by extensive and well- 
kept grounds. The average attendance of 
students is about fifty. All the leading re- 
ligious denominations have churches in this 
vicinity, and there are here two good private 
schools. At the distance of a mile and a 
half from the station are cotton and woolen 
mills, employing some three hundred hands. 
Considerable local business is transacted in 
the shops and stores, and during the summer 
season the public and private boarding- 
houses in the locality are well patronized. 

A few miles south of Haverford College, 
in Delaware county, is the birthplace of 
Benjamin West, the great artist. He was of 
Quaker jiarentage, and remained true to the 
creed and practices of his ancestors in the 



BRYN MAWR. 



81 




midst of all the temptations of European 
court-life and the great popularity he en- 
joyed as an artist and a man. Born on the 
loth of October, 1738, he, at the age of 
seven years, made a drawing, in red and 
black ink, of a sleeping infant niece, while 
in charge of her cradle, which indicated his 
talent, although at that time he had never 
seen a picture or engraving. His mother 
was charmed with his performance and en- 
couraged him to persevere. At his labors on 
the farm and in school he was constantly 
drawing. A party of Indfans taught him to 
prepare red and yellow colors, such as they 
used to decorate themselves ; his mother 
gave him some indigo, and, thus supplied, he 
improvised brushes and toiled at his art. 
At the age of sixteen he went to Phila- 
delphia, with the consent of his parents, to 
pursue painting as a profession. In 1759 he 
went to Italy, and in 1 763 to London, where 



he settled and 
attained the 
summit of his 

fame. He became qtiite popular with 
King George III., and was offered knight- 
hood by that monarch, but declined the 
distinction. Mr. West died in London, 
at the age of eighty-one, and was buried 
in St. Paul's Cathedral. Several of his 
large paintings, and many of his smaller 
ones, are preserved in Pennsylvania. 
"Christ Healing the Sick" was painted for 
and is owned by the Pennsylvania Hospital. 
"Death on the Pale Horse" is among the 
collection of the Philadelphia Academy of 
the Fine Arts, and "Christ Rejected" 
(the property of a gentleman lately de- 
ceased ) is now exhibited in the free art 
gallery in Fairmount Park. 

Brvn M.\wr, nine miles. — This station 
might well be cited as a model of taste and 



82 



THE PENNSYLVANIA RAILROAD. 



«MV?>^V^'^?^- 




BRYN MAWR HOTEL. 



beauty. Occupying a delightfu' position in 
the midst of a fertile and well-watered coun- 
try, the railroad company saw its advantages 
and determined to improve them. Beauti- 
ful and comfortable station-houses were built, 
and these were followed by a superb hotel 
and other improvements. Naturally these 
conveniences attracted visitors and residents, 
and from a scattered hamlet the place is grow- 
ing into the proportions of an elegant town. 
Villas and cottages are springing up with 
wonderful rapidity, and it is altogether within 
the range of probability that Bryn Mawr 
will, in a few years, be one of the largest, 
and certainly one of the most beautiful, 
suburbs of Philadelphia. The old Colum- 
bia Railroad, when purchased by the Penn- 
sylvania Railroad Company, swept, with 
many a wonderful curve, around the low 
hills which characterize this portion of the 
State, and one of these bends carried it 
half a mile south of its present route here. 
Progress and experience alike demon- 
strated that these curves must be straight- 
ened. It was speedily and successfully ac- 
complished, but in doing it the station of 
White Hall was abandoned and Bryn Mawr 
arose to take its place. Population, about 
800. 

RosEMONT, nine and three-quarter miles. 



is patronized in .summer by sojourners from 
the city. There are five churches in the 
vicinity and a public hall. The road at this 
station leaves Montgomery county. 

ViLLANOVA, ten and three-quarter miles. 
— This is the first station in Delaware county, 
which embraces within its limits the earliest 
settlements made by white men in Pennsvl- 
vania. Originally Delaware was included 
in Chester county, and the sketch of that, 
(see Eagle station,') as well as of Philadel- 
phia, gives the incidents and dates con- 
nected with its settlement. On the 26th of 
September, 1789, Delaware county was estab- 
lished. The old town of Chester — the 
"Upland" of the Swedes, where Penn first 
landed, and where the first legislative assem- 
bly was held — is the county seat. A large 
portion of the county is alluvial bottom, 
bordering the Delaware river and its tribu- 
taries, and on these rich meadows great 
numbers of cattle are kept, — dairy farming 
and stock-raising being principal industries. 
The north-western portion of the county is 
hilly, and in some places fine building-stone 
is quarried, — the beautiful green "serpen- 
tine," so extensively used in ornamental 
architecture, coming from this region. The 
county is highly improved and cultivated. 
Population, 39,403. Value of agricultural 



UPTON— RADNOR— WAYNE— EAGLE. 



83 



productions, $2,938,587. Number of manu- 
facturing establishments, 314; hands em- 
ployed, 6448; wages paid, $2,155,554; 
capital invested, $5,927,187; materials used, 
$6,845,504; value of products, $11,041,654. 
Villanova College, from which the station 
is named, was founded in 1846, by the 
Augustinian Fathers, and incorporated in 
1848, by the State, with power to confer 
degrees in the arts and sciences. It employs 
twelve professors, and has about one hun- 
dred students in attendance. The Baptists, 
Catholics, Episcopalians, and Methodists 
each have a church in the vicinity. A 
hall, capable of seating four hundred per- 
sons, is connected with the college, and 
used occasionally for public purposes. 

Upton, eleven and one-half miles. 

Radnor, twelve miles. — Among the in- 
dustries in operation in the vicinity of this 
station are two flour-mills, and an ice- 
cream manufactory which does an extensive 
business. 

Wayne, fourteen miles. — Churches, pub- 
lic halls, public and private schools, and 
industries of various kinds exist here. The 
locality is a beautiful one, and is advancing 
rapidly in improvement, quite a town, called 
"Louella," having sprung up around the 
station. 

Eagle, fifteen miles. — First station in 
Chester county. Chester is one of the 
three original counties established by Wil- 
liam Penn on the settlement of his colony 
in 1682, and embraced at that time the 
present Delaware county and all the terri- 
tory, except a small portion now included 
in Philadelphia, south-west of the Schuylkill, 
to the extreme limits of the province. It 
received its name in the following man- 
ner: — When Penn landed at Upland, he 
turned to his friend Pearson, who had 
accompanied him on the ship "Welcome," 
and said: "Providence has brought us here 
safely. Thou hast been the companion of 
my perils. What wilt thou that I should 
call this place?" Pearson replied : "Ches- 
ter, in remembrance of the city from 
whence I came." The name thus suggested 
was conferred upon the Swedish town, 
and, when the county was created, upon 
that also. 

The territory included in Chester county 
wa.s acquired from the Indians by purchase, 
and was conveyed by several distinct deeds. 
The first — dated June 25th, 1683, and 
signed by an Indian named Wingehone — 



conveys to William Penn all his lands on 
the west side of the Schuylkill, beginning 
at the first falls, and extending along and 
back from that river, in the language of the 
instrument, "so far as my right goeth." 
Other purchases were made about the same 
time, conveying lands from the Chesapeake 
bay to the Susquehanna. On the 30th of 
July, of the same year, a deed was exe- 
cuted conveying the lands between Chester 
and Pennypack creeks. This instrument so 
well illustrates the manner of conveyancing, 
and the value set upon their lands by 
the Indians, that it deserves perpetua- 
tion: "This indenture witnesseth, that we, 
Packenah, Jackhane, Sikals, Portquesott, 
Jervis, Essepenarck, Felktrug, Porvey, In- 
dian kings, sachemakers, right owners of 
all lands from Yuing Yuingus, called Duck 
creek, unto Upland, called Chester creek, 
all along the west side of Delaware river, 
and so between the said creeks backwards 
as far as a man can ride in two days with a 
horse, for and in consideration of these 
following goods to us in hand paid, and 
secured to be paid, by William Penn, 
proprietary of Pennsylvania and the terri- 
tories thereof, viz.:" Here follows a list 
of articles, including guns, powder, lead, 
tomahawks, knives, awls, needles, tobacco- 
pipes, tobacco, beer, wampum, looking- 
glasses, Jews'-harps, etc., of the possible 
aggregate value of five hundred dollars. 

The Indians then settled in the territory 
embraced in Chester county were of the 
Lenni Lenape, and possessed the same 
amiable peculiarities described in the sketch 
of Philadelphia. They rapidly dwindled 
away before the white settlers, and the last 
one known in the county died in the poor- 
house in 1803. 

The early settlers of the county embraced 
English, Irish, Welsh, and German emi- 
grants, who settled in different sections, and 
for some years preserved their national pe- 
culiarities and language ; but previous to the 
Revolutionary war these were, to a great 
extent, lost, and they had become one 
people. Many of the residents were then 
wealthy, and in intelligence and comfort they 
were second to no community in colonial 
America. 

At the commencement of the Revolution 
Chester county raised a regiment of volun- 
teers, of which Anthony Wayne was colonel. 
A second regiment was soon after raised 
in this county and Lanc;i,ster. Wayne 



REESEVILLE— PAOLI. 



85 



entered the regular service and recruited 
many men in the county for his celebrated 
brigade of "Pennsylvania Blues." Patriot- 
ism was the predominating attribute of the 
county during the long struggle, and not 
even the unfortunate day at Brandywine, nor 
the bloody night at Paoli, could dismay it. 
Its rich valleys furnished most of the sup- 
plies for the American army vi^hen operat- 
ing in the vicinity of Philadelphia, and 
in the great Chester valley Washington 
established his barracks for the sick and 
wounded. These were at the Yellow Springs, 
about eight miles from the line of the Penn- 
sylvania Railroad, where now is located a 
soldiers' orphans' school. 

Chester county embraces every variety 
of soil, from the barren sandstone forma- 
tion to the richest limestone valleys. The 
"Great Valley," of primitive limestone, 
forms the most distinguishing feature of the 
county. This valley is from two to four 
miles wide, and crosses the county in a 
south-east and north-west direction. It is 
shut in by hills of moderate elevation, gen- 
erally densely wooded, from which the 
most beautiful views may be had of the 
highly-cultivated and improved farms below. 
Marble of good quality is found in it, and 
lime is largely manufactured. Very valuable 
deposits of iron ore exist in various parts of 
the county, and the manufacture of iron is 
extensively carried on. Fine building-stone 
abounds, and e.xcellent clay for the manu- 
facture of porcelain-ware is produced. The 
streams flowing through the county are large 
and numerous, furnishing excellent water- 
power, extensively utilized for manufactur- 
ing purposes. In short, Chester county may 
justly claim to rank, in all respects, among 
the most favored counties in the United 
States. Population, 77,805. Value of agri- 
cultural productions, §8,554,928. Number 
of manufacturing estal)lishments, 996 ; hands 
employed, 6548; wages paid, $1,997,615; 
capital invested, $5,277,561 ; materials used, 
$7,650,940; value of products, $11,494,543. 
Iron-ore mines, 12; hands employed, 116; 
wages paid, $43,320; capital invested, $128,- 
400; tons mined, 33,100; value, $131,500. 
One marble quarry is in operation. 

Reeseville, sixteen and one-half miles. 

Paoli, nineteen miles. — Six accommo- 
dation trains are run daily to and from this 
station, over the Pennsylvania Railroad, for 
the convenience of residents on the line be- 
tween it and Philadelphia. It is beautifully 



situated on the edge of the great Chester 
valley, and is a favorite resort for Philadel- 
phians. 

Paoli is an old settlement, and was a 
noted point on the road leading to Lancas- 
ter before the Revolutionary war. The time- 
honored tavern, which has always been its 
distinguishing feature, wa.s named in honor 
of Pasquale di Paoli, the celebrated Corsi- 
can general, who was born in 1726, and at 
the age of twenty-nine was chosen general- 
in-chief of the Corsicans, then in revolt 
against the Genoese. He was successful as 
a leader, and soon rendered himself master 
of most of the island, organizing a govern- 
ment for it on the representative plan. 
When the island of Corsica was ceded to 
France he was continued in command, with 
the rank of lieutenant-general, but subse- 
quently transferred hisallegiance to England, 
and died near London, in 1807. Such a 
hero could not fail to become popular in 
the American colonies at the time they 
were preparing to achieve their own inde- 
pendence, and the name, localized here, 
apjjears at that period to have been very 
generally known, as the "Ma,s.sacre of the 
Paoli" — one of the most disastrous and 
exasperating events of the Revolutionary 
war — occurred more than two miles from the 
tavern. 

This venerable hostelrie stands close by 
,the station, and its substantial stone walls 
show but few traces of the hundred years 
that have rolled by since they were erected. 
Immediately in front of it passes the Lan- 
caster turnpike, — the first road of the kind 
made in America; and, if tradition can be 
credited, the bed of this highway is here 
upon the Indian trail which led from the 
Delaware to the Susquehanna. The tavern 
has been owned and kept by one family 
for near a century. 

General Anthony Wayne was born in 
Easttown township, Chester county, about 
one and a quarter miles south of Paoli, on 
the ist of January, 1745. He received an 
excellent education, and was particularly 
skilled in mathematics. After leaving school 
he became a land-surveyor, and also paid 
some attention to astronomy, thus attract- 
ing the notice of Dr. Franklin, who became 
his friend and patron. At the commence- 
ment of the Revolution he was a prominent 
member of the provincial legislature. He 
commenced his military career as colonel 
of a volunteer regiment raised in Chester 



THE PENNSYLVANIA RAILROAD. 



county, from which he was transferred to the 
regular service, participating actively in the 
campaign on the northern frontier, and ac- 
quitting himself with credit at Ticonderoga. 
For his services there he was made a brigadier- 
general by the Colonial Congress, on the 
2ist of February, 1777. In the battle 
of Brandywine, in the same year, he com- 
manded a division, and this division alone 
withstood the attack of the British and Hes- 
sians, — none giving way until the rest of 
the army had retreated, when he found him- 
self overpowered and was compelled to fall 
back. At Germantown he evinced his usual 
valor, and was in the thickest of the fight. 
He was always for the most active and ener- 
getic measures; and it is said that at Mon- 
mouth he and General Cadwalader were the 
only two generals favorable to attacking the 
enemy. His conduct in that engagement 
won the special encomiums of Washington. 

Wayne's attack on Stony Point is well 
known to Americans. This was an almost 
inaccessible height, garrisoned by six hun- 
dred men and a strong battery of artillery. 
He determined to attack it, and did so on 
the night of July 5th, 1779. His orders 
were to have no loads in the muskets, to 
remove all the flints from the locks, and to 
advance in death-like silence, using the 
bayonet only. The attack thus made was 
successful, — the fort, with all its artillery 
and five hundred and forty-three prisoners, 
was taken, and he had the distinction of 
accomplishing the most brilliant achieve- 
ment of the war. In this engagement Wayne 
was wounded, but not seriously. He con- 
tinued in active service until the surrender 
of Cornwallis and the conclusion of peace, 
when he retired to private life. In 1789 
he was a member of the Pennsylvania 
convention, and strongly advocated the 
adoption of the Constitution of the United 
States. 

After the disastrous defeat of General St. 
Clair by the Indians of the North-west, Wayne 
was, in 1792, appointed by Washington to 
the supreme command of the army sent to 
operate against them. He thoroughly or- 
ganized and disciplined his troops, and 
gained the decisive battle of Maumee. The 
treaty of Greenville followed in 1795, and 
peace was restored. His campaign against 
the Indians was one of great brilliancy, and 
added much to his military reputation. On 
the 15th of December, 1796, he died at 
Presque Isle, on the shore of Lake Erie, and 



was buried under the flagstaff of the fort. 
His remains were removed in 1809, by his 
son, to Radnor churchyard, in Delaware 
county. Here, by direction of the Penn- 
sylvania State Society of the Cincinnati, an 
elegant monument of white marble, suitably 
inscribed, was erected over them. 

The house in which he was born, and 
where he spent most of his life when not 
engaged in military campaigns, is now 
owned and occupied by one of his descend- 
ants, who preserves intact the magnificent 
old homestead of five hundred acres, as 
well as the apartments occupied by the 
general during his life, with all their furni- 
ture unchanged. 

General Wayne is described, by a contem- 
poraneous writer, as "about the middle size, 
with a fine, ruddy countenance, commanding 
port, and eagle eye. His looks correspond 
well with his character, indicating a soul 
noble, ardent, and daring. In his interviews 
with his officers and men he was affable and 
agreeable, and he had the art of communi- 
cating to their bosoms the gallant and chiv- 
alrous spirit which glowed in his own." The 
daring he at all times displayed made him a 
popular hero, and no general of the Revo- 
lution has a warmer place in the American 
heart than "Mad Anthony Wayne." 

Green Tree, twenty miles. 

M.\LVERN, twenty-one miles. — Junction of 
road to West Chester, the county seat of 
Chester county. The business of lime- 
burning is carried on here, and the product, 
to the amount of nearly one hundred and 
fifty thousand bushels annually, is shipped, 
principally to Philadelphia. The culmina- 
tion of the high ground between Philadel- 
phia and the Chester valley is reached at 
this station, the road here being at an eleva- 
tion of five hundred and forty-five feet 
above tide, and from it the descent into the 
valley is rapid, being nearly two hundred 
feet in a distance of ten miles. The abrupt 
ridge, forming the south-eastern boundary of 
the valley, drops immediately away from the 
railroad, and, through openings in the trees, 
charming glimpses of the highly-improved 
farms below can be had. 

About half a mile south-west of Malvern 
the treacherous and disastrous surprise of a 
detachment of the American army, under 
General Wayne, occurred, on the night of 
the 20th of September, 1777, known in his- 
tory as the "Paoli massacre." After the 
battle of Brandywine, Washington withdrew 



MALVERN. 



87 



->"^ ' . 



e;t'».%/A=;',l. 



' --"'^^ft-tt^.* 




across the Schuylkill river, and sent General 
Wayne, with a force of fifteen hundred 
men, to join General Smallvvood and annoy 
the rear of the enemy, then advancing 
toward Philadelphia. Wayne, on the night 
of the massacre, had encamped his detach- 
ment in a very retired position, near the 
present monument, and at some distance 
from the public road. The British com- 
mander receiving information from the 
tories of Wayne's position, detached Gene- 
ral Grey, a brave and desperate officer, to 
cut him off. Piloted by these tories, who 
knew every defile and pathway, Grey stole 
his way through the woods, drove in the 
American pickets, and rushed upon the 
sleeping camp. Some volleys were fired by 
the Americans, but they were soon over- 
powered. General Grey, it is said, ordered 
his troops to give no quarter ; and one 
hundred and fifty American soldiers were 
killed, many of them in cold blood, after 



VALLEY CREEK BRmGE 

all resistance was over. The 
enemy set fire to the straw of the 
camp, and some of the wounded, 
being unable to escape, perished 
in the flames. The whole Ameri- 
can force must have been cut off 
and destroyed if Wayne had not 
preserved his coolness. He rallied 
a few detachments, who withstood the shock 
of the enemy and covered the retreat of 
the others. 

The bodies of fifty-three Americans killed 
in this attack were found near the scene of 
action and buried in one grave on the field. 
On the 20th of September, 1817, forty, 
years after the massacre, a monument, 
composed of a blue marble base and 
white marble pyramid, the whole being 
about eight feet high, w^as erected over 
their remains. This monument bears upon 
its four sides the following inscriptions: — 
East side — "This memorial, in honor of 
Revolutionary patriotism, was erected Sep- 
tember 20th, 1S17, by the Republican 
Artillerists of Chester county, aided by the 
contributions of their fellow - citizens. " 
West side— " Sacred to the memory of the 
patriots who, on this spot, fell a sacrifice 
to British barbarity, during the struggle 
for American independence, on the night 



THE PENNSYLVANIA RAILROAD. 



of the 2oth September, 1777." North 
side — "The atrocious massacre which this 
stone commemorates was perpetrated by 
British troops, under the immediate com- 
mand of Major-General Grey." South side 
— "Here repose tlie remains of fifty-three 
American soldiers, who were the victims 
of cold-blooded cruelty in the well-known 
massacre at the Paoli, while under the com- 
mand of Gen. Anthony Wayne, an officer 
whose military conduct, bravery, and hu- 
manity were equally conspicuous throughout 
the Revolutionary war." 

The monument is reached after a short 
walk through the fields from Malvern station. 
It stands on the centre of the grave in which 
the slaughtered heroes were buried, in the 
south-east corner of a large field owned and 
used by the military organizations of Chester 
county for parades and encampments. The 
grave itself is about sixty feet long by tvi^enty 
wide, is surrounded by a stone vi^all some two 
feet high, and is covered by a smooth green 
sward. Immediately adjacent to it, and 
encircling the field, are some fine old oak, 
chestnut, and other trees, many of which 
must have been of good size when the mas- 
sacre occurred. The entire scene of the 
memorable conflict is probably the best pre- 
served of any that marked the progress of 
the Revolutionary war, and no doubt will 
always remain a sacred shrine to the citizens 
of a free country. But, unfortunately, the 
relic-hunters have so battered and broken 
the monument that its outlines are destroyed, 
and portions of the inscriptions effaced. 
Unless soon protected and restored, it prom- 
ises, before another half century has elapsed, 
to crumble entirely away under the com- 
bined attacks of vandalism and time. 

Frazer, twenty-three miles. 

Glen Loch, twenty-five miles. — Iron 
mines and marble quarries are in operation 
near this station, and lime-burning is actively 
carried on. Beautiful and extended scenic 
views open in the vicinity, and churches have 
been erected by various denominations to 
accommodate the thickly-populated and rap- 
idly-improving region. 

Whiteland, twenty-seven miles. 

Oakx.\nd, twenty-eight miles. — Marble 
quarries are extensively worked near this 
station, producing the white marble so 
generally used for architectural purposes in 
Philadelphia. Two iron-ore mines are also 
in operation, employing about sixty men. 
Lime-burning is extensively carried on. Stage 



lines connect this place with West Chester 
and Norwood, running three times per week. 
Oakland is the first station in the Chester 
valley, through which the railroad runs for 
a distance of twenty miles. The hills skirt- 
ing the valley, with marked regularity of 
outline and altitude, are covered with a 
dense growth of timber, generally called 
"chestnut sprouts," from the fact that, when 
a chestnut tree, which is the indigenous 
growth, is cut down, three, four, or five 
sprouts spring from the stump, and, being 
nourished and stimulated by the vigorous 
roots of the parent tree, soon grow to a 
respectable and useful size. From these 
wooded hills issue innumerable springs of 
pure, clear water, flowing in unfailing streams 
through the fields below, imparting an unsur- 
passed richness to their verdure. 

Woodbine, thirty-one miles. 

DowNiNOTOWN, thirty-two miles. — This 
town is beautifully situated, in the midst of 
the great valley, on the Big Brandywine. It 
was first settled about 1700, although a deed 
for a part of the ground on which it stands 
is dated in 1682. It was originally called 
Milltown, from the fact of a mill being 
erected on the Brandywine about 1735, 
by Thomas Downing, and eventually the 
town was named after that family, one 
of whom, Richard Downing, was a com- 
missary during the Revolutionary war. 
During the early years of its history it was a 
peculiarly staid and respectable place, — 
noted for its "spacious, substantial houses, 
shaded by tall elms and pines, and situated 
in the midst of verdant yards and gardens." 
An able historian describes it as "one of 
the very few green spots that have been left 
unscathed by the mania of modern specula- 
tion. Not even the passage of the railroad 
along its southern border could seduce the 
old-fashioned citizens from their quiet, 
staid, and thrifty ways into the delusive 
dream of making haste to be rich." "Even 
the temptation of being the county seat was 
resisted ; and although at an early date the 
commissioners had obtained the refusal of a 
single lot, not another lot in the vicinity 
would any one sell. They were opposed 
both to parting with their homesteads and 
to the noise and brawling of a county 
town." 

During the Revolutionary war Downing- 
town was used as a garrison for American 
troops and as a commissary post. It had 
its stirring incidents and romantic events, 



GALLAGHERVILLE— THORNDALE— COATESVILLE. 



89 



and suffered many of the hardships attend- 
ant upon the conflict. The "Rob Roy 
McGregor" of Pennsylvania — Jim Fitzpat- 
rick by name — learned his trade of black- 
smithing in it, and made the valley around 
the scene of many of his adventures. Ac- 
cording to a local historian, this man Fitz, 
as he was commonly called, was of Irish 
parentage, and became distinguished in 
early youth for his activity and physical 
strength. On attaining his majority he 
enlisted in the American army, but soon 
deserted, and roamed the country for some 
time, working as a day-laborer for his sup- 
port. While thus engaged he was seized 
unawares by two soldiers, who proposed 
taking him immediately to Wilmington, 
where a detachment of the army was sta- 
tioned. At his entreaty, his captors were 
induced to accompany him to his mother's 
to procure some clothing. On opening his 
mother's door he seized his rifle, and, pre- 
senting it, threatened to shoot down the 
soldiers unless they left immediately. They 
profited by the warning and ileparted, leav- 
ing Fitz free. From this time he became 
an Ishmaelite, so far as the loyal people were 
concerned, — his hand being against them 
all. He claimed to sympathize with the 
tories and the British cause, and pursued 
his career as an outlaw under the flimsy pre- 
text of loyalty to the king. Many of his 
deeds of daring and adventures are preserved 
by local historians, among them the follow- 
ing: — Meeting an old woman on her way to 
the city, with all her little stock of money 
to purchase supplies, she, little dreaming 
who he was, made known to him her fear of 
meeting Captain Fitz and being robbed of 
her fortune. Fitz heard her patiently, and 
then informed her that he was the man she 
dreaded, but her fear was groundless, as he 
would scorn to wrong a defenseless woman. 
Drawing from his pocket a purse well filled, 
he handed it to her and turned off into the 
woods, leaving the poor woman overcome 
with her adventure and her good fortune. 

On one occasion about fifty men assem- 
bled, well armed, determined to take him 
dead or alive. After hunting him for some 
hours over the hills, they became weary and 
stopped at a tavern for rest and refreshment. 
While sitting in a room together, F'itz sud- 
denly appeared among them, rifle in hand, 
declaring that he would shoot the first man 
that moved. Calling for a glass of rum, 
which he drank, he walked backwards some 



paces, with his rifle presented, then wheel- 
ing he took to his heels and was soon out 
of sight, leaving the company of pursuers 
stupefied with amazement. 

In some of his adventures his enemies 
did not escape so easily. On more than 
one occasion he entrapped or captured those 
who he thought had wronged him, and, 
binding his prisoner to a tree, flogged him 
severely. It does not appear that he ever 
wantonly deprived any one of life. His 
individual warfare was waged to revenge 
what he considered his individual wrongs, 
and, from his point of view, he waged it 
honorably. The collectors of public money 
were the special objects of his vengeance, 
and all he could capture or extort from 
them he considered lawful prey. But, like 
Samson of old, and many others of later 
times, he was betrayed by a woman, and 
the courage which had daunted multitudes 
proved useless and powerless to combat 
treachery. His Delilah was his mistress, 
who lived in a retired house in which she 
concealed his captors, who conveyed him 
to Chester, where he was tried, condemned, 
and hanged. His courage and coolness 
remained with him to the last. 

Downingtown has considerable local busi- 
ness, and possesses a full share of enterprise. 
Among its industries are a manufactory of 
carriages and a flour-mill. Besides public 
schools, it has two academies for young 
men and a seminary for young ladies. All 
the leading religious denominations have 
churches here. It contains several good 
hotels and a national bank. Stage lines 
run daily to West Chester and Guthrieville. 
Population, 1077. (Junction of branch road 
to Waynesburg, distance eighteen miles.) 

Gallagherville, thirty-three and one- 
half miles. 

Thorndale, thirty-four and one-half 
miles. — A rolling-mill for the manufacture 
of boiler-plate, employing seventy hands, 
is in operation at this station ; also, a paper- 
mill. The Pennsylvania Railroad Couipany 
employs about fifty men in stone quarries 
near here. 

Coatesville, thirty-eight miles, is beau- 
tifully situated on the Brandywine, over 
which the railroad is carried on a magnifi- 
cent iron bridge eight hundred and thirty-six 
feet in length and seventy-three feet above 
the water. In passing over this structure the 
traveler can gaze from the car-windows at 
furnace-stacks belching forth their smoke 



90 



THE PENNSYLVANIA RAILROAD. 



below him, while far down in the valley a 
panorama of industry is seen. Few places, 
if any, in Pennsylvania improve more 
rapidly than Coatesville, and it promises, 
at no distant day, to take rank among 
the first manufacturing towns within the 
State. At present there are in operation 
here six iron-manufacturing establishments, 
employing five hundred and fifty men, 
a number of paper-mills, several woolen 
and cotton mills, and other industries. 
The trade of the place is, necessarily, 
considerable, giving business to many 
stores and shops, and employing the capital 
of two national banks. The scenery along 
the Brandywine is noted for its beauty, 
and this, added to other attractions, brings 
many summer sojourners to Coatesville 
and its vicinity, for whose accommodation 
excellent hotels and boarding-houses are 
provided. Within half a mile of the town 
there is a mineral spring which enjoys 
considerable celebrity and is much fre- 
quented. Coatesville contains six churches, 
two public halls (one of them new and 
large), a seminary, and other public insti- 
tutions. The first settlements were made 
here at an early period by the Coates family, 
from Montgomeryshire, England, members 
of the Society of Friends, who came over 
soon after Penn, and after whom the town 
is named; and by the Bizallions — a French 
family, and the Flemings. Descendants of 
all these still reside in the neighborhood. 
For many years it was an agricultural ham- 
let, and it was not until after the railroad 
was completed that it developed signs of 
progress. It was incorporated as a borough 
August 15th, 1867. Population, 2025. 

PoMERoy, forty-two miles. — A mill for 
the manufacture of cotton yarn, and three 
grist-mills, are located here. Good ac- 
commodations are furnished for summer 
boarders. (Junction of Pennsylvania and 
Delaware Railroad to Delaware City, on 
Delaware bay, distance thirty-eight miles. ) 

Parkesburg, forty-three and one-half 
miles. — This town owes its existence to the 
old Columbia Railroad, for it was here that 
the State built her machine-shops when that 
work was constructed, and here the principal 
officers of the road were located. The site 
was probably selected because of its position 
midway on the line, and for twenty years it 
prospered as a centre of railroad industry 
and management. But when the State sold 
the Columbia Railroad, the Parkesburg 



shops were abandoned and remained idle, 
showing the marks of decay, until a recent 
period, when they were put in operation 
as a rolling-mill, and now fifty men are 
employed in them. There are a steam flour- 
mill and a carriage manufactory here, and 
some minor industries are carried on. The 
town contains a good hotel, a banking house, 
a public hall, an academy, and five churches. 
A stage line runs daily from this place to 
Oxford, distant fifteen miles. Population 
about 600. 

Penningtonville, forty-six and one-half 
miles, is an active village, doing consider- 
able business. Iron ore is mined about six 
miles distant and shipped in considerable 
quantities. The village contains a good 
hotel, an excellent school, a public hall, and 
three churches. A stage runs three times 
per week from here to Oxford, distance fif- 
teen miles. 

Christiana, forty-eight miles. — This 
place, immediately within the line of Lan- 
caster county, is known in history as the 
scene of the riots, in 1851, growing out of 
an attempt to capture some fugitive slaves 
by their owners, from Maryland, assisted by 
local officers. In this riot a Marylander was 
killed, and several others, white and colored, 
were wounded. For a time the occurrence 
caused great excitement, and furnished a 
fruitful text for the newspapers of the country. 
Many arrests were made by the civil authori- 
ties for alleged complicity in the affair, 
the prisoners held being removed to 
Philadelphia for confinement and trial. The 
action of the United States District Court 
was tedious, and the cases were not dis- 
posed of for many months; but finally all 
the prisoners were discharged, — one of them 
having gained a national reputation by the 
nerve and determination he displayed in 
the defense of what he considered the right. 
Christiana is a place of considerable business 
activity. It has a foundry and machine- 
shop, a large nursery, and near it valuable 
iron-ore mines are worked, shipping about 
three thousand tons annually. The local 
business maintains several stores and shops, 
and the village contains a good hotel, two 
public halls, a church, school, and other 
public edifices. A daily stage runs from 
here to Kirkwood. Population about 350. 

Gap, fifty and one-half miles, is the 
highest point on the railroad between the 
Schuylkill and the Susquehanna rivers, — the 
elevation bein? five hundred and sixty feet 



KINZER'S— LEAMAN PLACE— OORrJONVILLE. 



91 



above tide, while at Harrisburg it is but tliree 
hundred and ten. The station is so named 
from the opening in Mine hill, through 
which the road passes from the Chester valley 
into the valley of Pequea creek. In former 
years this region was a favorite resort for 
counterfeiters and other violators of law, 
and many are the tales of adventure and 
daring connected with it. Names of noted 
criminals are linked with the Gap, and 
imagination has surrounded some of them 
with a romance as extravagant as it is gratui- 
tous. Although these depredators have 
passed from the stage of life, — some of 
them having spent many years, against their 
inclination, in the custody and service of 
the State, — yet, according to popular belief, 
their spirits "will not down," but perform 
some fantastic tricks around their old haunts. 
Phantom railroad trains, which vanished 
like a flash, are reported to have been seen 
and heard near here; and 
even his satanic majesty ---'.'■,- 

is said to have paid mid- 
night visits to engineers, 
or taken solitary rides on 
cow-catchers. But how- 
ever these things may be, 
certain it is that a more up- 
right, industrious, or enter- 
prising people than those 
now surrounding this sta- 
tion cannot be found. Large 
amounts of grain are 
shipped from here to Phila- 
delphia, and the local trade 
is considerable. There are 
two good hotels and a 
public hall near the sta- 
tion. A daily line of 
stages runs from the Gap 
to White Horse, four miles 
distant. Population, i68. 
Kinzer's, fifty-three and 
one-half miles. — Near this 
station are the American nickel mines — the 
only mines of the kind worked in the United 
States. These mines are owned by a com- 
pany, who employ about one hundred men, 
and ship twelve hundred tons of ;«a//(' annu- 
ally. This matte is the nickel ore reduced 
by smelting to a solid mass of metal, which 
is then shipped to Swansea, Wales, where 
the nickel is extracted. The mine returned, 
according to the census of 1870, a product 
of sixty-si.x thousand dollars. There is a 
good hotel here, and lime-burning is carried 











t'Sfy' 



on to some extent The sod in the neigh- 
borhood is very rich and highly cultivated. 

Leaman Place, fifty-six and one-half miles. 
— Five thousand tons of iron ore are an- 
nually shipped from this station — the mines 
being located about eight miles south of it. 
Lime-burning is an important industry here. 
(Junction of railroad to Strasburg, Lancaster 
county.) 

GoRDONViLLE, fifty-eight miles. — The 
Pequea stone quarries, near this station, em- 
ploy about forty men. The village contains 



92 



THE PENNSYLVANIA RAILROAD. 




^A 



Hi* * 

LANCASTER FARM. 



a good hotel, a public hall, and a church, 
and has an active local business. Popula- 
tion, 250. A daily stage runs from here 
to Lancaster. 

Bird-in-Hand, sixty-one miles. — An agri- 
cultural station, surrounded by a productive 
country. The peculiar name of this station 
is derived from a tavern sign. Two good 
hotels are here, capable of accommodating 
a hundred guests. A stage runs from Bird- 
in-Hand to Terra Hill three times a week, 
distance fifteen miles. 

Lancaster, sixty-nine miles, — the seat 
of justice of Lancaster county, — occupies a 
beautiful situation in the midst of the most 
fertile portion of the county. Lancaster was 
the first county created after the three origi- 
nal counties into which the province was 
divided by Penn, being established by act 
of the colonial legislature, on the loth of 
May, 1729. Its boundaries then comprised 
"all the province lying to the northward of 
Octorara creek and westward of a line of 
marked trees runnintr from the north branch 



of the said Octorara creek north-easterly 
to the river Schujlkill." The general 
surface of the county is an undulating 
plain, broken by a few abrupt elevations. 
The South mountain, known by the local 
name of the Conewago hills, forms the 
northern boundary. To that succeeds a 
belt of red shale and sandstone. South of 
this, and occupying the centre of the county, 
is a wide expanse of the richest limestone 
land. A few sandstone ridges, such as 
Chiques ridge and the Welsh mountain, are 
protruded through the limestone formation. 
Another broken sandstone range, composed 
of Mine ridge, Martick hills, and Turkey 
hills, crosses the county south of the lime- 
stone; and the southern portion of the 
county is composed principally of primitive 
talc-slate, causing rather a sterile soil. Iron 
ore is found in great abundance in the 
southern and northern portions of the county. 
Slate is quarried near the Susquehanna river. 
Copper ore, it is said, has been found in 
Mine ridge, where there are the remains of 



LANCASTER. 



93 



an ancient mining-shaft, and at one time 
indications of gold were discovered in 
Chiques ridge, near Columbia, but never 
developed. Marble, chrome, and magnesia 
are also found and worked, and most of the 
nickel used by the United .States Govern- 
ment in its coinage is mined in this county. 
The county is extremely well watered by the 
Octorara, *Conewingo, Conestoga, Pequea, 
Conewago, and Chiques creeks, and by the 
Susquehanna river, which flows for forty 
miles along its south-western boundary. 
The Conestoga is made navigable from 
Lancaster City to Safe Harbor, on the Sus- 
quehanna, a distance of eighteen miles, by 
a series of slackwater pools and dams with 
locks. 

From the accounts of early historians, it 
appears that the lower valley of the Susque- 
hanna was, at the period of the first white 
settlements in this portion of America, a 
vast, uninhabited highway, through which 
hordes of hostile savages were constantly 
roaming between the northern and southern 
waters, and where they often met in bloody 
encounters. The Five Nations, consisting 
of the Onondagas, the Cayugas, the Oneida,s, 
the Senecas, and the Mohawks, whose do- 
main stretched from the borders of Vermont 
to Lake Erie, and from Lake Ontario to the 
head waters of the Allegheny, Susquehanna, 
and Delaware rivers, and whose grand coun- 
cil-fire was held in the Onondaga valley, 
near the city of Syracuse, in the State of New 
York, were acknowledged as the sovereigns 
of the Susquehanna valley, and they re- 
garded with jealousy, and permitted with 
reluctance, the settlement of other tribes 
upon its margin. A Cayuga chief told 
the Moravians of Wyalusing, in 1765, that 
the place they had chosen was not proper, 
all that country having been "stained 
with blood." Toward the close of the 
seventeenth century — according to Bancroft 
about 1698, but probably earlier — some 
remnants of southern tribes, driven out by 
the encroachment of European colonists in 
Virginia and Maryland, settled in this val- 
ley. These detachments represented the 
Shawanees, the Canoise, the Nanticokes, the 
Conestogas, and the Tuscaroras, and peopled 
the valley from the lower line of Lancaster 
county up to the mouth of the Juniata. 
They were all at first friendly with the whites, 

*The prefix "con," attached to the names of so many 
streams in Pennsylvania, is a oerversion of an Indian worn 
signifying " long." 



made many treaties with Penn and the 
early colonial governors, and some of them 
never broke their faith. The Tuscaroras, 
who had come from North Carolina and 
Virginia, were adopted into the confederacy 
of the Five Nations, and after their adop- 
tion the title was changed to the Six Na- 
tions. All the other tribes enumerated paid 
tribute to this confederacy. As the num- 
ber of white settlers increased the Lidians 
diminished. Some tribes moved off bodily 
to the north and west ; others appear to 
have become extinct, and the most friendly 
of them all — the Conestogas — were extermi- 
nated by the cruel and murderous attack of 
the "Paxton Boys." 

Lancaster county was first settled by the 
whites about the year 1700. These early 
settlers consisted of German and Irish emi- 
grants, and English and Welsh Quakers, 
who gradually spread from Chester comity 
into the territory subsequently embraced in 
Lancaster. The Germans were generally 
induced to come here by Penn's offer of 
free toleration for all religions. The Men- 
nonists* came in principally about 1717, 
but some had settled here earlier. The 

* The Mennonists are a sect of German Baptists, deriving 
their name from Menno Simonis. He was bom in Friesland, 
in 1505. Originally a Catholic priest, he, in 1537, nnited witit 
the Baptists. A few years previous to his union with tliem, 
this sect had been led, by their zeal, into the most fanatical 
excesses at Munster. Menno collected the more sober-minded 
of the sect into regular societies, who formed an independent 
church, under the name of Mennonists. They professed to 
derive their creed direct from the Bible, and to follow, in their 
organization and social intercourse, the peculiarities of the 
primitive apostolic church. Menno traveled through Germany 
and Holland, preaching his doctrine and gathering many fol- 
lowers. He died at Oldeslohe, in Holstein, in i.s6i. Before 
his death his followers had divided into two parties, differing 
in regard to the rigor of discipline. The more rigid, who called 
themselves "' Pure," were in favor of excommunication for the 
least offense ; the moderate party, which bore numerous names, 
only excommunicated for long continuance in transgression. 
They were much persecuted in Europe, and gladly came to 
America to enjoy religious liberty. They are opposed to infant 
baptism, refuse to take oaths, bear arms, hold offices, or go 10 
law with one another. They are remarkable for their industry, 
sobriety, and good morals. 

The Aymish, or Omish, are a sect of the Mennonists who 
profess to follow more rigidly the primitive customs of the apos- 
tolic church. They derive their name from Aymen, their 
founder, and were at first called .\ymenites. They wear long 
beards, and reject all superfluities of dress, diet, and property. 

The Dunkers are a sect of Baptists — the name Dunker or 
Timker being simply a corruption of " Taeufer," Baptist. In 
1708, Alexander Mack and seven others, in Schwardzcnam, 
Germany, met together regularly to examine the New Testa- 
ment, and to ascertain the obligations it imposes on profess- 
ing Christians. Their inquiries resulted in the formation of the 
society called Dunkers. or First-Day German Baptists. 

Conrad Beissel, a native of Germany, who had been a Presby- 
terian, came with the Dunkers to .\merica, and settled with the 
colony on Mill creek, Lancaster county. He became convinced 
that there was an error among the Dunkers — that the " seventh 
day " w.as commanded to be observed .as the Sabbath. In 1725 
he published a tract on this subject, which created much excite- 
ment, and led to the formation of the society at Ephrata, which 
w.as monastic in its organization and regulations. 'I'hc habit of 
the Capuchins was adopted, and monastic names were given to 
all who entered the cloister. This society flourished for about 
forty years, and then began to decline. It h.is now become cn- 
I tirely extinct. 



94 



THE PENNSYLVANIA RAILROAD. 






-f&fr^f' ■ ^: 




Dunkers came about 1720 and in the years 
immediately following. The Presbyterians 
from the north of Ireland arrived about 
the same time. Each of these sects set- 
tled in different localities; but it was not 
long before dissensions arose among them 
on the subjects of elections, bearing of 
arms, the treatment of Indians, etc., and 
when these troubles were reported to the 
agents of the proprietary at Philadelphia, 
they directed that the Germans should be 
encouraged to settle along the southern 
boundary of the province, while the Irish 
were to be located nearer the Kittatinny 
mountains, in the region now forming Dau- 
])hin and Cumberland counties. "There 
was deeper policy in this," says a historian, 
"than the mere separation of the two races. 
The Irish were a warlike people, and their 
services were needed in the defense of the 
frontier." 

As a natural result of this course of the 
proprietary and early authorities in Pennsyl- 
vania, the population of the county is mainly 
of German descent, and until a third of a 



century ago the German language was more 
generally spoken than the English. Their 
natural thrift and industry have made the 
county almost a garden, and it is probably 
the most perfectly cultivated agricultural 
region in the United States. Its comfort- 
able dwellings, its wonderful barns, its trim 
fences and smooth fields have gratified the 
gaze of many travelers and been quoted as 
models in every section. Population, 121,- 
340 ; value of agricultural productions, 
gi 1,845,008 ;* number of manufacturings 
establishments, 1616; hands employed, 6479; 
wages paid, J2, 037, 841; capital invested,. 
$9,504,162; materials used, $9,100,637; 
value of products, $14,034,180. Iron-ore 
mines, 17; hands employed, 864; wages, 
paid, $321,871; capital invested, $638,000; 
tons mined, 145,321; value, $545,501. 
One nickel mine is in operation. 

The first settlement was made on the site 
of Lancaster City previous to the formation 
of the county ; but at the time of formation 
the only building standing within the pres- 
ent municipal limits was a tavern, with a 
sign of a hickory tree, kept by a man 
named George Gibson. The original county 



* The tobacco crop of Lancaster county, for the years 1870, 
1S71, and 1S72, was estimated 10 be wonh, at fifteen cents per 
pound, 54,6^4,280. There are over four hundred cigar factories 
in the county, turning out about 45,000.000 cigars annually. 



LANCASTER. 



95 



buildings were erected at Postlewaite's, about 
five miles east of the city, but this situation 
did not satisfy the settlers on the Susque- 
hanna river and the western portion of the 
county. It will be remembered that at this 
time the county embraced the entire western 
and north-western portions of the province. 
To satisfy these settlers, and at the suggestion 
of the proprietaries, Governor Hamilton 
had the present town laid out. This was 
done by Roger Hunt, of Downingtown, 
Chester county, a surveyor, in 1730, who 
built the first house after the plot was made. 
Governor Hamilton himself was proprietor 
of the land on which the town was located, 
and offered inducements which caused a 
rapid influx of settlers. Lots were let on 
ground-rent, instead of being sold, and 
many poor people were thus induced to 
build. In 1754 Governor Pownall visited 
Lancaster, and in his journal says the place 
then contained "five hundred houses and 
two thousand inhabitants ; that it was a 
growing town and making money, having 
then a manufactory of saddles and pack- 
saddles." In 1734 the seat of justice was 
removed from Postlewaite's to Lancaster, 
and the town from that time not only 
grew rapidly in population, as already shown, 
but in political importance. It soon became 
a favorite place for holding councils and 
making treaties with the Indians, and the 
€arly colonial records give accounts of many 
such conclaves. In 1748, at a council held 
here, attended by commissioners from Vir- 
ginia, Maryland, and Pennsylvania, the first 
purchase of territory west of the Allegheny 
mountains was effected. Most of the men 
■whose names are connected with the history 
of the province of Pennsylvania visited it, 
and it ranks second only to Philadelphia in 
the annals of the State. 

At the time of Braddock's expedition 
against Fort Du Quesne, in 1753, Lancaster 
became the scene of active military opera- 
tions. Dr. Franklin took a prominent part 
in fitting out this expedition, and through 
his personal exertions two hundred and 
fifty wagons and as many pack-horses 
•were raised, principally in Lancaster county, 
to carry supplies and provide for the 
sick and wounded. He pledged himself 
personally to secure the proper remunera- 
tion for this service, and, as a natural con- 
sequence, got into serious embarrassment. 
The colony was not willing to pay the ex- 
pense, and the crown hesitated, so the doctor 



himself was annoyed and threatened with 
many suits. Ultimately the bills were paid, 
and he was relieved. In 1758 General 
Forbes' celebrated expedition against the 
same point was fitted out, consisting of 
regulars and the provincial troops of Penn- 
sylvania and Virginia, under Colonels Bou- 
quet and Washington, and Lancaster agativ 
assumed a military aspect. On the return 
of this expedition — which found Fort Du 
Quesne abandoned and partially destroyed 
by the French, and rebuilt and named it 
Fort Pitt, after the celebrated prime min- 
ister of Great Britain — barracks for five 
hundred men were erected here for the pro- 
tection of this portion of the province. 
These barracks remained standing until a 
comparatively recent period, and during 
the Revolutionary war were used as a prison 
in which to confine captured British soldiers. 
Braddock's defeat may be said to have 
terminated the peace which had existed for 
seventy years between the settlers in Penn- 
sylvania and the Indians. In the language 
of a historian, "the whole frontier, from 
the Delaware to the Potomac, was now 
lighted with the blaze of burning cottages, 
and the hamlets in the lovely limestone 
coves west of the Susquehanna were reduced 
to ashes." These outrages aggravated be- 
yond endurance the hot-blooded Scotch- 
Irish settlers along the Susquehanna. They 
believed a secret understanding existed 
between the hostile tribes of the West and 
I the Indian settlements among the Moravi- 
ans, claiming to be Christianized, and that 
information was conveyed by the latter to 
the former which enabled the savages to 
attack unprotected settlements and escape 
pursuit. A long-continued series of murders 
— some of them horrible in their details — 
inspired these settlers with a blind fury, and 
on the night of the 14th of December, 
1 763, a party of them from the townships of 
Donegal and Paxton, (near the present city 
of Harrisburg,) known by the name of the 
"Paxton Boys," attacked the Indian vil- 
lage of Conestoga, near Lancaster, for the 
purpose, as they alleged, of securing 
some hostile Indians who were harbored 
there. The number of assailants is variously 
estimated at from twenty to fifty. Few 
of tlie Indians were at home. Dr. Frank- 
lin, in his narrative, says there were only 
three men, two women, and a boy, and 
these offered but a feeble resistance. .\11 
that were found were massacred, and their 



96 



THE PENNSYLVANIA RAILROAD. 




LANCASTER DEPOT. 



dwellings reduced to ashes. The citizens and 
magistrates of Lancaster, shocked at the 
horrible outrage, gathered the scattered in- 
dividuals of the tribe who remained into the 
stone workhouse, where, under bolts and 
bars, they were considered safe until they 
could be conveyed to Philadelphia for pro- 
tection. But the "Paxton Boys" were not 
satisfied with anything short of the extermi- 
nation of the tribe. Concealing themselves 
at night, near Lancaster, they waited until 
the next day, (Sunday, December 27th,) 
when the citizens were attending religious 
services, and then dashing into the town 
they seized the keeper of the workhouse, and 
rushing into the building murdered every 
Indian in it, some fourteen in number. 
Their work was quickly done, and before 
the citizens could assemble they were gone. 

Elated by their success, the "Paxton 
Boys" assembled in greater numbers, early 
in January, and threatened to march to 
Philadelphia in a body, and destroy the 
Indians who had been sent there for protec- 
tion. This threat led to preparations for 
repelling them, and several companies of 
foot, horse, and artillery were formed in the 
city to resist the attack. The "Paxton 
Boys" advanced nearly to the Schuylkill 
river, but finding such a force ready to 
receive them, prudently withdrew and re- 
turned home. 

These outrages — for outrages they certainly 



were — caused the most intense excitement 
throughout the province. The press of the 
day teemed with pamphlets, letters, and 
caricatures. The affair entered into politi- 
cal discussions, and was hotly handled : into 
religious feuds, and was as intemperately 
considered there. One thing, however, wa,s 
certain, — the perpetrators of the outrage 
"were not the ignorant and vulgar of the 
border counties — persons more likely to 
yield to their passions than to respect the 
laws of their country and humanity. They 
were of such consideration that, whilst the 
public voice and the press execrated the 
cruelty and illegality of their conduct, they 
forebore to name the guilty individuals." 
No arrests were ever made for the outrage, 
nor, indeed, does it appear that the authori- 
ties used any particular effort to discover the 
participants in it.* 

Among the early peculiarities of Lancaster 
was an annual fair, held on the first Thurs- 
day and Friday in June. An old writer, 
in describing those fairs, says: — "You 
could hardly see the street for the tables 
and booths, covered with merchandise and 
trinkets of every kind. There were silks, 
laces, and jewelry; calicoes, gingerbread, 
and sweetmeats, such as the ladies love, — 
and that was the time they got plenty of 
them, too, for the young fellows used to 

* For .1 more extended account of the " Paxton Boys," see 
Harrisburg. 



LANCASTER. 



97 



hoard up their pocket-money for months 
together to spend at the fair. Then the 
corners of the streets were taken up with 
mountebanks, rope-dancers, and all the latest 
amusements. To see these each young 
man took the girl that pleased him most; 
or, if he had a capacious heart, he some- 
times took half a dozen." In every tavern 
there was heard the sound of a violin, 
and the dances were the crowning pleasure 
of all. Of taverns there appears to have 
been an abundance. One writer says that 
the portraits of half the kings of Europe, 
of many warriors and statesmen, and of 
numerous things, animate and inanimate, 
made the streets an out -door picture- 
gallery. 

During the Revolutionary war Lancaster 
played no insignificant part. While the tide 
of battle never reached her borders, nor the 
din of strife sounded through her streets, 
she proved a city of refuge for the Conti- 
nental Congress, which fled here after the 
disastrous battle of Brandywine. As has 
already been stated, the old barracks, built 
to accommodate General Forbes' returning 
army, were now used as a prison in which 
captured British soldiers were confined; and 
in connection with this prison the following 
singular adventure is related : 

In spite of all precautions, many prison- 
ers disappeared in an unaccountable man- 
ner, and nothing was heard of them until 
they resumed their places in the British 
array. It was presumed that they were aided 
in their escape by tories, but where suspicion 
should fall no one could conjecture. Gen- 
eral Hazen was in command of the post. 
He devised a stratagem for the detection of 
the culprits, and selected Captain — afterward 
Major — Lee to carry it out. Major Lee is de- 
scribed as one of the most vigilant and active 
partisan officers in the American Revolu- 
tionary army. He was short and slight, but 
active and energetic. His face was small and 
freckled, and his look eager and sprightly. 
In appearance he was quite youthful. It was 
given out that Major Lee had left the post 
on furlough; but, having disguised himself, 
he entered the prison as a British prisoner. 
So complete was his disguise that the prison 
officials, who had long been familiar with 
him, did not penetrate it. 

For many days he remained in the prison 
without making any discoveries. He thought 
he perceived, at times, signs of intelligence 
between some of the prisoners and an old 



woman who was allowed to bring fruit for 
sale within the inclosure. She was con- 
sidered deaf and half-witted, and therefore 
no suspicion attached to her. Her son had 
been disgraced and punished in the Ameri- 
can army, but she had never shown any 
malice on that account. Her dwelling was 
about a mile from the town, in a lonely spot, 
where she shared her miserable quarters with 
a dog and cat, isolated from humanity, and 
powerless, it was thought, for any evil. Lee 
watched her closely, but saw nothing to con- 
firm the suspicions that had entered his 
mind. 

One dark, stormy night in autumn, Lee 
was lying awake at midnight. Suddenly 
the door was opened, and a figure silently 
entered the room. It stooped toward one 
of the sleepers, who suddenly arose. Next it 
approached and touched him on the shoulder. 
He immediately started up. The figure al- 
lowed a slight gleam from a dark lantern to 
fall on his face, and as it did so muttered, 
impatiently, "Not the man — but come!" 
It then occurred to Lee that this was the 
opportunity he desired. The unknown whis- 
pered to him to keep his place until another 
man was called, but at that moment some- 
thing occurred to alarm him, and making 
a signal for Lee to follow, he moved silently 
out of the room. They found the outer 
door unbarred, a small part of the fence re- 
moved, and passed out unmolested. The 
sentry had retired to a shelter, and perceived 
them not, although Lee saw that his conduc- 
tors were prepared to silence him if he in- 
terfered. Just outside of the fence appeared 
a stooping figure in a long cloak, which Lee 
at once recognized as the old woman he had 
suspected. The inost profound silence was 
observed; a man came out of a little thicket 
and joined them, and the procession moved 
off under the guidance of the woman. At 
first they frequently stopped to listen, but 
hearing the sentinel cry "all's well," they 
seemed reassured, and moved with more 
confidence. They soon came to the bel- 
dame's cottage, where a table was spread 
with provisions, and upon it was a large jug, 
which one of the soldiers was about to seize, 
when the man who conducted them stopped 
him. "No," said he, "we must first pro- 
ceed to business." 

The conductor, a middle-aged, harsh- 
looking man, was here about to require all 
present, before he could conduct them fur- 
ther, to swear upon the Bible not to make 



98 



THE PENNSYLVANIA RAILROAD. 



any attempt to escape, and never to reveal 
the circumstances or agents in the proceed- 
ing, whatever might befall them. Before 
he had time to administer the oath, they 
heard the sound of the alarm-gun, and the 
conductor, directing the party to follow him 
in close order, immediately left the house, 
taking with him the dark lantern. Lee's 
reflections were not now of the most 
agreeable kind. If he were to be compelled 
to accompany the party to the British lines at 
New York, lie would certainly be detected 
and hanged as a spy, and he saw that the 
conductor had prepared arms for them, 
which were to be used in taking the life 
of any one who should attempt to escape. 
They proceeded with dispatch, but not with- 
out difficulty. Lee might have escaped in 
the hurry and darkness, but he had as yet 
made no important discovery, and he could 
not bear to confess that he lacked the nerve 
to carry him through the enterprise he had 
undertaken. They were concealed in a barn 
the whole of the next day. Provisions were 
brought them, and low whistles and other 
signs showed that the owner of the barn was 
in collusion with his secret guests. Lee was 
so near the house that he could hear the con- 
versation carried on about the door. It was 
evident, from the inquiries of horsemen who 
galloped to and fro, that the country was 
alarmed at the escape. Tiie farmer gave 
short answers, as if unwilling to be inter- 
rupted in his labor; but the other members 
of the family were eager in their questions, 
and Lee gathered that the means by which 
he and his companions had escaped were as 
mysterious as ever. The next night they 
resumed their march, explaining to Lee, be- 
fore starting, that as he was accidentally 
included in the party, they should take the 
precaution to keep him in full sight by 
placing him in front, just behind the guide. 
He submitted without opposition, although 
the arrangement considerably lessened his 
chances of escape. 

For several nights they went on in this 
manner, being delivered over to different 
persons from time to time, who, Lee gathered 
from whispered conversations, were regularly 
employed and well rewarded by the British 
for their services. Their employment was 
full of danger; and although they appeared 
to be desperate men, they never remitted 
their precautions. They were concealed, in 
day-time, in barns, cellars, caves made for 
the purpose, and similar retreats, and one 



day was passed in a tomb, — the dimensions 
of which had been enlarged, and the dead 
inmates banished, to make room for the liv- 
ing. Burying-grounds were favorite retreats, 
and on more than one occasion they were 
obliged to resort to superstitious alarms to 
drive intruders from their vicinity. Their 
success fully justified the experiment; and 
unpleasantly situated as he was, with a pros- 
pect of soon being a ghost himself, Lee could 
not help laughing at the speed with which 
old and young fled from the fancied appari- 
tions. 

Though the distance to the Delaware was 
not great, they had now been twelve days on 
the journey ; and so thorough was the vigi- 
lance of the loyal people, that they almost 
despaired of being able to reach the river 
at all. The conductor grew impatient, and 
one of Lee's companions became furious. 
On the twelfth night Lee was placed in a 
barn, while the rest of the party sheltered 
themselves in the cellar of a little stone 
church, where they could talk, as they 
thought, with freedom. While engaged in 
refreshing themselves, the truculent soldier, 
who had drank freely, asked his companions, 
in an off-hand way, if they knew "whom 
they had in their party." The others 
started, and asked what he meant. "I 
mean," said he, "that the little man in the 
barn is Captain Lee, of the rebel army. He 
punished me once, while I was a prisoner, 
and I never mistook my man when I had a 
debt of that kind to pay. Now I shall have 
my revenge." The others objected to his 
ferocity, and said if their companion was an 
American officer all they had to do was to 
watch him closely. As he had come along 
uninvited, he must go with them to New 
York and take the consequences ; but in the 
meantime it was their interest not to seem to 
suspect him, or he might give an alarm. The 
other persisted in saying he would have his 
revenge with his own hand, upon which the 
conductor drew a pistol and declared that if 
he saw the least attempt to injure Captain 
Lee, if such he was, or any conduct which 
would lead him to .suspect his disguise was 
discovered, he would shoot the soldier on the 
instant. The fellow muttered something, 
with his hand on his knife, and the conver- 
sation, which Lee had overheard, ended. 

The next night they went on as before, 
but the difficulties in their way seemed to 
increase. About midnight they came to 
the bank of the river, where, much to the 



LANCASTER. 



99 



dismay of their conductor, no boat was to be 
seen. Their party now consisted of only two 
soldiers, Captain Lee, and their conductor. 
The latter, thinking the boat might be fur- 
ther down the river, took one of the soldiers 
and went in search of it. Handing a pistol 
to the other soldier — the one who had de- 
nounced Lee the day before — he said: — "If 
the rebel officer attempts to betray us, shoot 
him; if not, you will not, for your own sake, 
make any noise to show where we are." 

Lee believed the soldier did know him, 
and now he was convinced by his actions 
that he would seek his revenge. He was 
unarmed. The soldier was in possession of 
a knife and a pistol, and, besides, was the 
larger and more powerful man. To wait for 
the assault was, as Lee thought, only cer- 
tain death ; so, nerving himself, he suddenly 
sprang upon his antagonist, seeking, if pos- 
sible, to wrest the pistol from his grasp. 
But the soldier was on his guard, and as Lee 
sprang fired full upon him. Fortunately, 
the pistol contained no ball, or the career of 
an American officer would have been sud- 
denly terminated. The shock prostrated 
Lee, but the soldier accidentally dropped the 
pistol where Lee could reach it, and as his 
adversary stooped over him in the act of 
drawing his knife to give him his quietus, 
Lee struck him a stunning blow with the 
discharged weapon. A desperate struggle 
then took place, which would probably have 
resulted disastrously to Lee had not a party 
of countrymen, who were armed and patroling 
the river bank, attracted by the discharge of 
the pistol, come up in time to separate the 
desperate combatants and arrest them both. 

Their captors were at a loss what to do 
with their prisoners, and determined to call 
upon a local magistrate to help them out of 
their perplexity. This dignitary heard Lee's 
story with incredulity, and ordered both the 
prisoners to be taken to Philadelphia in 
irons. There they were lodged in prison, 
and Lee then prevailed upon the jailor to 
carry a note to General Lincoln, secretary 
of war, informing him of his condition. 
The general received it as he was dressing, 
and immediately sent one of his aids to the 
jail. That officer could scarcely credit the 
fact that the tattered, dirty, unshaven object 
before him, arrayed in the rags of a British 
uniform, was Major Lee, although he knew 
him well. In this plight he was taken to 
the office of the secretary, where that officer 
received him cordially, but laughed heartily 



at his appearance. Lee returned to Lancas- 
ter, and immediately proceeded to retrace 
his route of "escape." So accurate was his 
memory, and so thorough his observation, 
that he brought to justice fifteen persons who 
had been instrumental in aiding the escape 
of British prisoners, and the system was finally 
broken up. 

On the 19th of June, 1777, Lancaster was 
incorporated as a borough, and in 1799 it 
was made the capital of Pennsylvania. It 
continued such until 181 2, when the seat of 
the State government was removed to Har- 
risburg. In 1818, on the 20th of March, it 
was given a city charter. 

The city of Lancaster has been the birth- 
place or the home of many distinguished 
men. Robert Fulton, who is justly entitled 
to the credit of successfully introducing 
steam navigation, was born in the township 
of Little Britain, Lancaster county, and re- 
ceived his early education in Lancaster City, 
to which his parents removed soon after his 
birth. His career was, in many respects, a 
remarkable one — full of adventure and thick 
with incidents. He died on the 24th of 
February, 181 5. In more recent times 
James Buchanan, fifteenth president of the 
United States, resided in the immediate 
vicinity of the city, at a beautiful place called 
"Wheatland," and here he died and was 
buried. Thaddeus Stevens, who filled such 
a prominent place in the history of the 
United States preceding and during the 
Rebellion, was a citizen of Lancaster, and 
his grave is within the city limits. 

The manufacturing business of Lancaster 
is varied and extensive. Most of it is the 
growth of the last quarter of a century, and 
it is altogether probable the increase in the 
future will more than keep pace with the 
past. There are now six cotton-mills in 
operation, employing thirteen hundred and 
fifty hands, extensive boiler works, locomo- 
tive works, comb factory, woolen and flour 
mills, three extensive breweries, and a 
"printing and publishing company," em- 
ploying one hundred and seventy-five hands. 
Several iron mines are worked in the vicinity 
of the city. 

Church edifices are particularly abundant, 
there being no less than twenty-six in all, 
or an average of one for every eight hun- 
dred and fifty inhabitants. All the leading 
denominations are supplied, and in addition 
to these, the Swedenborgians and Bunkers 
each have a church. 



100 



THE PENNSYLVANIA RAILROAD. 



Franklin and Marshall College is located 
here. Franklin College was founded in 
1787, but after a brief existence expired for 
want of patronage. It was at a later period 
revived, and Marshall College, then located 
at Mercersburg, Franklin county, united 
with it — the two being under the control of 
the Lutheran church. The institution is 
now in a flourishing condition, having an 
attendance of over one hundred and thirty 
students, while the theological seminary 
connected with the college has twenty-six. A 
State normal school is located at Millersville, 
a few miles south of Lancaster, where it has 
extensive and beautiful grounds and buildings. 

The city also contains three public halls, 
ten public and private banks, and a number 
of fine hotels. The other public edifices are 
a splendid court-house, a large prison — built 
in the form of a Norman castle, a children's 
home, and a county poor-house, to which is 
attached a hospital and a lunatic asylum. 
The local trade of the place — being, as it is, 
the centre of an extremely rich and densely 



extensive. Popula- 858. 



populated country- 
tion, 20,233. 

DiLLERViLLE, sixty-nine and one -half 
miles. — Point of intersection of the Har- 
risburg and Lancaster Railroad with the 
Columbia Railroad (built by the State of 
Pennsylvania, and now owned by the Penn- 
sylvania Railroad Company). The Harris- 
burg and Lancaster Railroad is leased by 
the Pennsylvania Railroad Company for the 
period of nine hundred and ninety-nine 
years, and, being the most direct line, the 
through passenger trains are run over it, while 
most of the freight and the accommodation 
trains pass over the Columbia Railroad, which 
connects at Columbia with the Wrightsville 
and York Railroad, and by it with the North- 
ern Central, at York. 

Landisville, seventy-five and one-half 
miles. — About one mile from this station a 
zinc mine has recently been opened. The 
Methodists have a beautiful camp-ground 
here, where camp-meetings are annually held, 
concentrating large numbers of people. The 
village contains two hotels, three churches, 
and a population of about 200. 

Mount Joy, eighty miles, is a flourishing 
place, in the midst of a fertile country. It 
contains manufactories of reapers, plows, 
carriages, edge-tools, a machnie-shop, and 
malleable-iron works, and several other in- 
dustries. A soldiers' orphans' school, con- 
taining two hundred pupils, is located here. 



The town contains six churches, two national 
banks, three hotels, and good schools. Beau- 
tifully located near Little Chiques creek, and 
beside the railroad, are the fine buildings of 
the female seminary, built in 1837. Mount 
Joy was laid out in 1812, by Jacob Rohrer, 
and the lots disposed of by lottery. Popu- 
lation, 1896. 

Springville, eighty- one and one -half 
miles, is a point of shipment for large 
amounts of coal used in the iron-works of 
the region, and also for flour and grain. 
There are a public hall and a good hotel here. 

Elizabethtown, eighty-seven miles, is 
delightfully situated and has an active local 
trade. Just before reaching this station from 
the east, the train passes through the only 
tunnel on the road for a distance of near 
two hundred miles. The business of the 
place is principally merchandising. A ma- 
chine-shop is in operation, and the town 
contains four hotels, five churches, and a 
national bank. Elizabethtown was laid out 
soon after the city of Lancaster. Population, 



CoNEWAGO, ninety and one-half miles. — 
The scenery near this station is marked by 
striking peculiarities. Around it the country 
is covered with fragments of trap-rock, and 
the soil is unproductive. Its name is taken 
from the Conewago creek, which is crossed 
here on a high bridge, over a rugged, wooded 
gorge, through which, looking north-east- 
wardly, glimpses of the Conewago valley 
and hills are seen. This creek forms the 
boundary between Lancaster and Dauphin 
counties. 

MiDDLETOWN, ninety-five and one-half 
miles. — First station in Dauphin county, 
and point of junction of the Harrisburg and 
Lancaster and Columbia Railroads. Mid- 
dletown is an active, enterprising place, and 
a large trade is centred here. Among other 
industries it contains two furnaces, car-works, 
iron-works, boat-yards, paint-works, and 
saw-mills, employing together a large num- 
ber of men. Iron ore and mineral paint 
are mined in the vicinity, and a very ex- 
tensive business is done in lumber. It has 
eight churches, a large public hall, and 
several good hotels. The Emaus Institute, 
"devoted to the education of poor orphan 
children, who are to be carefully trained in 
the doctrines of the Evangelical Lutheran 
Church," is located here. This institution 
owes its existence to the liberality of George 
Frey, a citizen of Middletown, whose life 



MIDDLETOWivr. 



101 







CONEWAGO BRIDGE. 



was marked with considerable romance. 
His true name was Everhart, and, a poor 
German lad, he commenced his career here 
as a farm laborer. When he had accumu- 
lated a little money he purchased a stock of 
trinkets, and started up the Susquehanna river 
to trade with the Indians. Passing the 
Blue mountain — then the frontier of the white 
settlements — he wasarrestedby some soldiers 
as a runaway "redemptioner" (a servant 
who had been sold for a time to pay his 



passage from Europe). In his broken 
language he declared to the soldiers, 
- " Ich bin frcy !" and finally convinced 

them that he was "free." Locating 
himself at Fort Hunter, where he be- 
came a favorite, the name of " Frey" 
was given him, and by it he was afterwards 
known. He prospered as a trader, opened 
a store at Middletown, speculated exten- 
sively and judiciously, accumulated a large 
fortune, and, with a part of it, endowed 
this benevolent school. He died in 1808, 
leaving no children. 

Middletown was laitl out in 1755, by 
George Fisher, in the centre of a large tract 
of land conveyed to him by his father, John 
Fisher, of Philadelphia. The site was that 



102 



THE PENNSYLVANIA RAILROAD. 



of an Indian village. It was named Mid- 
dletown because of its situation midway be- 
tween Lancaster and Carlisle — -the town of 
Harrisburg not being laid out until thirty 
years later. It soon acquired an active 
trade, and during the Revolutionary war a 
commissary post was established here, from 
which supplies were sent to Wilkesbarre for 
General Sullivan's expedition against the Six 
Nations. During the time the lead mines 
in Sinking valley were worked by the Govern- 
ment to supply the Continental army, the 
lead was refined and prepared for use at 
Middletown. Until 1796 it was considered 
the termination of navigation on the Susque- 
hanna, as the rapids below it were thought 
to be impassable for the arks and boats used ; 
but in that year a German miller, named 
Creider, from the neighborhood of Hun- 
tingdon, on the Juniata, safely ran these 
rapids to tide-water. This changed the 
course of trade, and the products which 
before had stopped at Middletown for ship- 
ment to Philadelphia now went to Baltimore. 
In 1827 the Union canal was completed, 
terminating at the mouth of the Swatara, at 
Middletown, and a water route being thus 
opened to Philadelphia, the trade came back 
to its old channel. Following this it had 
its fluctuations, as new lines of trade and 
travel were opened ; but a few decades ago 
its advantages as a manufacturing site were 
utilized, and since then it has known only 
prosperity. In 1851 the adjacent town of 
Portsmouth was merged into it. Population, 
2980. At this point the railroad by way of 
Columbia, and the direct line which has 
been followed in the description, again unite. 
Returning to Dillerville to take the Colum- 
bia branch, the first station reached is — 

MouNTViLLE, seventy-six miles, the out- 
let for a productive agricultural region. 
Iron ore is mined in the vicinity. The town 
contains two churches, a public hall, several 
hotels, and a graded free school. Population 
about 600. 

ColujMBia, eighty-one miles, is a borough 
in Lancaster county, on the Susquehanna 
river. The town is built upon the level 
ground on the bank of the stream and the 
hills rising above it. From these hills a 
magnificent panoramic view of the broad, 
sweeping river, and the scenery bordering it, 
is had. The river here is fully a mile in 
width, and contains many islands, some of 
them densely wooded. 

Robert Barber, a Quaker of Chester county, 



took up the first land purchased from the 
proprietaries in this vicinity, in 1727, and 
the following year came here, with two other 
families, and settled upon it. At the time 
of their arrival the Indians had a number 
of settlements in the vicinity, but they were 
not hostile to the whites, and gave the new- 
comers no trouble. Some of these early 
Quaker pioneers appear to have been persons 
of superior intelligence and education, and 
notable among them was Susanna Wright, 
— the eldest daughter of John Wright, one 
of Barber's companions, — who was educated 
in England, and was unquestionably a very 
superior woman. An early chronicler states 
that "she was consulted in all difficult mat- 
ters, did all the writings necessary in the 
place, was charitable to the poor, and gave 
medicine gratis to all the neighborhood. 
She defended the cause of the Indians who 
were murdered by the ' Paxton Boys,' and 
wrote in answer to a clergyman of Lancas- 
ter, who took the opposite side." From 
this family of Wrights the tovvn of Wrights- 
ville, on the opposite side of the river, took 
its name. Another noted woman in the 
early history of the place, but of an entirely 
different kind, was Mary Ditcher, a German, 
who acquired a large amount of land, which 
she sold from time to time to German emi- 
grants. The same chronicler states that this 
Mary Ditcher "used to go through the 
country making what was then called im- 
provements." These improvements con- 
sisted in piling a few sticks together, setting 
them on fire, and hanging a pot over. This 
was considered a "first right." If she could 
then pay for the land, she had the privilege 
of keeping it. "She wandered through the 
wilderness, in a sheep-skin dress, leading an 
old horse, — her only movable property, — 
with her knitting constantly in her hand." 

At one time it was proposed to make 
Columbia the county seat, and Robert 
Barber, who was sheriff of the county, built 
a prison near his house. It was a strong log 
structure, and remained standing for many 
years. With this prison is connected an 
episode which has more than once been 
woven into fiction, and has recently caused 
considerable comment on both sides of the 
Atlantic. In it was confined James, the 
rightful Lord Altham, whose remarkable 
career furnishes the ground-work of Charles 
Reade's novel, "The Wandering Heir." 

As related in the story, James Annesley, 
the true heir to the estates and title of Lord 



COLUMBIA. 



103 



Altham, in Ireland, was spirited away from 
that country wlien thirteen years of age, 
by his uncle, and sent to America, where he 
was sold as a "redemptioner," or "slave," 
a-s Reade calls him, to a farmer. This sale 
took place in Philadelphia, where he landed, 
in 1728. The novelist rather confusedly 
locates his place of servitude in New Castle 
coimty, Delaware, but another account states 
that he served his time with an old German 
farmer, near the forty-mile stone, on the Lan- 
caster road. All the accounts agree in sta- 
ting that he did run away from his master, 
was captured, and imprisoned; that he had 
his troubles because of his master's daughter 
and a young Indian girl voluntarily bestow- 
ing their affections upon him, and that, 
finally, after twelve years of servitude, he 
was discovered to be the rightful Lord 
Altham, — was taken back to England by 
Admiral Vernon, and after the adventures 
and trial, as detailed by Reade, was declared 
to be the true heir. The circumstances of 
his discovery are thus related: — Two Irish- 
men, named John and William Brodus, 
traveling the Lancaster road, stopped at the 
house where James was in service. Enter- 
ing into conversation with him, they dis- 
covered they were all from Dumaine, in the 
county of Wexford, and the Irishmen were 
convinced that the servant was James An- 
nesley, the son and heir of Lord Altham. 
They volunteered to go back to Ireland and 
testify to what they had discovered, and this 
they did, appearing as witnesses at the trial 
which followed the heir's return. It is also 
said that James was a great singer, and when 
he was confined in the log jail at Columbia 
the neighbors frequently visited the prison 
to listen to him. The events of his life fur- 
nished the ground-work for "Guy Manner- 
ing," "Roderick Random," and "Florence 
Macarthy," popular novels in their day. 
James, it would appear, was a man of no 
particular talent, and easily discouraged. 
After his heirship had been substantiated, 
he permitted his uncle, who had so greatly 
wronged and persecuted him, to remain in 
possession of his title. He married twice, 
had sons and daughters by both wives, — 
none of his sons, however, surviving him, 
— and died at the age of forty-five, the last 
of his line. The descendants of the wicked 
uncle inherited the title and estates. 

About 1745 a mill was built at Columbia 
by John S. Wright, and was, at the time, 
the only one in this part of the province. 



Flour was made at this mill for the use of 
Braddock's army. It was packed in small 
casks made for the purpose, and carried on 
pack-horses to Raystown, now Bedford. 
Braddock's defeat caused great e.xcitement 
here, as at other frontier settlements, because 
of the threatening and hostile attitude as- 
sumed immediately thereafter by the Indians. 
All the women and children of the place — 
about thirty in number — were sent to Phila- 
delphia, where they spent the winter of 
1755-6. The men remained and fortified a 
storehouse for their defense. The Indians, 
however, made no attack upon the settle- 
ment at that time ; but tradition states that, 
at probably an earlier period, an attack was 
made and repulsed, with great slaughter of 
the savages, by the white settlers, led by a 
man named Bell. Whether this is correct or 
not cannot now be determined, but certain 
it is that the name of Bell was much dreaded 
by the Indians in the vicinity. 

Columbia was incorporated as a borough 
on the 25th of February, 1814. It was 
then an active business place, and evinced 
considerable energy. The first bridge over 
the Susquehanna was erected the same year 
by a company, and cost two hundred and 
thirty-one thousand seven hundred and sev- 
enty-one dollars. This bridge was five thou- 
sand six hundred and ninety feet long, and 
was for the time a most stupendous work. 
The entire capital of the bridge company 
was four hundred and nineteen thousand 
four hundred dollars, of which the State 
held ninety thousand dollars. The excess, 
over the cost of the bridge, was used for 
banking purposes. In 1832 about one-half 
of the structure was carried away by the 
memorable ice-flood, but it was completely 
repaired in 1834. In 1863 the bridge was 
burned to check the advance of Lee's army 
into Pennsylvania, but it has again been 
rebuilt. 

In 1834 the Columbia and Philadelphia 
Railroad was completed by the State, and 
connected at this place with the Pennsyl- 
vania canal. The opening of these improve- 
ments made Columbia a busy and important 
town, the transshipment of all freight 
passing over the main line having to be made 
here ; and it was during the score of years 
which followed the completion of those 
works that the town became the school of 
so many young men who have since dis- 
tinguished themselves in the railroad and 
transportation service of the United States. 



104 



THE PENNSYLVANIA RAILROAD. 




L'llIlil'ES ROLK. 



The "flush times" which marked this period 
in the history of Columbia will be long re- 
membered by those who had any connection 
with that highway of business and travel — 
the old "main line." But the completion 
of the Harrisburg and Lancaster Railroad 
diverted the through travel from Columbia, 
and at a later period the construction of 
the Pennsylvania Railroad deprived the 
canal of its prestige, and the place felt the 
change. Still it continued to be, and is now, 
a prosperous town, controlling much wealth 
and business. Its iron production and its 
lumber trade are important industries, the 



former of which must natu- 
rally increase from year to 
year. As a point of shipment 
Columbia has many advan- 
tages, being connected by 
railroad with Baltimore, 
Philadelphia, and the West, 
as well as with the anthracite 
coal fields; and by canal with 
the interior of Pennsylvania 
and the Chesapeake bay at 
Havre de Grace. 

The maimfacture of iron 
and iron products is exten- 
sively carried on, and in the 
various branches of this in- 
dustry nearly a thousand men 
are employed. There are also 
here a manufactory of agricul- 
tural imijlements, an oil re- 
finery, two planing-mills, and 
other industries. The mer- 
cantile business transacted is 
extensive, as the country 
tributary to Columbia is fertile 
and well cultivated, produ- 
cing large crops of wheat, 
tobacco, etc. It has fine 
churches — representing all 
the prominent religious de- 
nominations, a flourishing 
|:irivate academy, several com- 
modious public halls, excel- 
lent hotels, two national 
banks, a savings bank, and 
a deposit bank. The town 
is lighted with gas and sup- 
plied with water from works 
erected for that purpose. 
i%^ Population, 6461. (Junction 
SS 's of Wrightsville and York 

Branch Railroad, running to 
York, — distance fourteen 
miles, — where connection is made with the 
Northern Central Railroad to Baltimore. 
Also of the Reading and Columbia Railroad 
to Reading, and of the Columbia and Port 
Deposit Railroad to Perryville, Maryland.) 
Chiques, eighty-two and one-half miles. 
— The scenery on this branch of the road 
may be said to culminate in grandeur and 
beauty at this point. From Columbia to 
"Chiques Rock" the road is cramped for 
room between the hills and the river, but 
as soon as this point is passed the valley 
widens. A popular American writer, in 
describing his travels, says: — "One of the 



WATTS'— MA R I ETTA— BAINBRIDGE. 



105 



loveliest landscapes on which my eyes have 
fallen is the scene which, on a sunshiny 
day, one surveys from the summit of Chiques 
Rock. The whole region round about is a 
miracle of God's handiwork — not mountain- 
ous, but hilly, as if, in Mrs. Browning's 
phrase, ' His finger touched, but did not 
press, in making it.'" There are at this 
station four furnaces, one rolling-mill, and 
three grist-mills. Iron ore is mined in the 
vicinity. Population about looo. 

W.^TTs', eighty-three miles. 

Marietta, eighty-four miles, is on the 
left bank of the Susquehanna, along which 
it extends for a distance of two miles, com- 
manding many beautiful views of river 
scenery. It was settled about the com- 
mencement of the present century, and was 
then known as Anderson's Ferry, so called 
from a settler of that name who owned a 
considerable part of the land on which the 
town is now built, and who constructed ex- 
tensive accommodations for his ferry across 
the river. The erection of the bridge at 
Columbia diverted travel from this place, 
and the owner found himself a ruined man. 

Marietta was incorporated as a borough in 
1812, and the act of incorporation included 
within its limits the villages of Waterford 
and New Haven. The venerable Donegal 
Presbyterian Church, built about 1 740, stands 
four miles north of the borough. This 
was the parent church of the Scotch-Irish 
settlements on the Susquehanna, and from 
it sprang those which soon after spread 
through the Kittatinny valley and along 
the great river. "All this region," says a 
historian, "was famous in early times, 
especially during the Revolution, for the 
convivial and sprightly spirit character- 
istic of the Irish. Fiddling, dancing, and 
carousing, or what were then known as 
'hup-se-saws,' were as common as eating 
and drinking." 

There are in Marietta six iron furnaces, a 
rolling-mill, a manufactory of enameled and 
hollow ware, a foundry, two saw and plan- 
ing mills, and several other manufactories. 
A large business is done in lumber, and 
four iron mines are worked in the vicinity 
for local consumption. The trade of the 
place is considerable. The hotels are numer- 
ous and good, and there are three public 
halls. An excellent system of graded public 
schools is in operation, with an average at- 
tendance of six hundred pupils. The town 
contains, also, seven churches, a lyceuni of 




ENTRANCE TO WILD CAT GI.EN. 

natural history, a co-operative mutual life 
insurance company, and a national bank. 
Near Marietta, on the opposite side of the 
river, is "Wild Cat Glen," a romantic spot, 
which has been purchased by the Masonic 
fraternity as a summer resort of the brother- 
hood. Duffy's Park and Donegal Springs 
are resorts in the immediate neighborhood, 
the latter of which is the location of the 
hatching-establishment of the Pennsylvania 
fish commissioners. Population, 2397. 

Bainbridge, ninety-one miles. — Lime- 
burning is carried on here, and the ship- 
ment amounts to about one thousand tons 
per month. The village contains three 
hotels, a public hall, and several churches. 
In former years this was the site of a profit- 
able shad fishery, but the construction 
of the dam at Columbia destroyed the 
industry. Recent improvements having 
opened a passage-way for the finny tribe 
from the Chesapeake bay, it is probable 



106 



THE PENNSYLVANIA RAILROAD. 




WILD CAT GLEN. 



that the former weahh of Bainbridge may 
return to it. 

This portion of the Susquehanna river has 
been proHfic in speculations, many of which 
proved abortive. A few miles above Bain- 
bridge are the Conewago falls, a dangerous 
obstruction to navigation in years past, 
wlien rafts and flat-boats were the only 
means by which the products of the in- 
terior could reach a market below. A 
distinguished lawyer in Lancaster undertook 



to construct a canal around these falls. He 
spent his fortune in the enterprise, and 
failed. On the opposite side of the river 
a number of extensive mills, propelled by 
the water-power of the falls, were built to 
manufacture flour for the Baltimore market, 
but these, too, have been abandoned, 
and their ruins alone remain to mark the 
enterprise that constructed them. A short 
distance beyond this station the diverging 
branches of the road, which have been 



HIGHSPIRE— BALDWIN— LOCHIEL—HARRISBURG. 



107 



followed through, unite, forming a single 
line. 

HiGHSPiRE, ninety-nine miles ( formerly 
Tinian, the seat of Colonel James Burd). — 
A distillery, a saw-mill, and car-shops are 
located here. Iron ore is mined in the 
vicinity. The adjacent country is well 
improved and productive. The village con- 
tains several hotels, two churches, and a 
public hall. Population, 612. 

Baldwin, one hundred and two miles. — 
The Pennsylvania Steel Works, employing 
nearly six hundred men, are at this station. 
These works manufacture steel rails and 
other railroad supplies. The settlement 
contains two churches and several stores. 
Population, 477. 

Loc'HiEL, one hundred and four miles. 

H.'VRRiSBURG, one hundred and five miles, 
— the capital of the State of Pennsylvania, 
and seat of justice of Dauphin county, — is 
situated on the left, or east, bank of the 
Susquehanna river. 

Dauphin county was created by act of 
March 4th, 1785, and named in honor of the 
Dauphin of France, son of Louis XVI., who 
had so generously aided the colonies in their 
struggle for independence. The territory 
embraced in the county had previously been 
a part of Lancaster county, and was called 
Paxton township. "It was originally settled 
by emigrants from the north of Ireland, — an 
enterprising and daring race, who for many 
years defended the frontier against the In- 
dians, and were conspicuous in many of the 
sanguinary scenes of border warfare." The 
large majority of these emigrants were Pres- 
byterians, who, because of the civil and 
religious liberty promised them here, selected 
Pennsylvania as their place of refuge from 
the tyranny and e.xactions to which they were 
subjected in Ireland and Scotland by a profli- 
gate monarch and an obsequious parlia- 
ment. Many of their ministers were men of 
great learning and ability, and the.se, at an 
early period, opened schools where the 
higher branches of learning were imparted 
to young men preparing for the ministerial 
office. Of these schools, the "Log College," 
as it was derisively called, established by the 
Rev. William Tennent, on Neshaminy creek, 
in Bucks county, near Philadelphia, in 1726, 
became the most useful and best known. It 
consisted of a log cabin, about twenty feet 
square, near Mr. Tennent's residence, and 
the founder was the only instructor. The 
celebrated preacher, George Whitfield, visited 



I 



it when in the colonies, and in his journal 
says: — "The place wherein the young men 
study now is called, in contempt, 'Tiie Col- 
lege.' To me it seemed to resemble the 
school of the old prophets, for their habita- 
tions were mean. From this despised place 
seven or eight worthy ministers of Jesus 
have lately been sent forth, more are almost 
ready to be sent, and the foundation is now 
laying for the instruction of many others." 
Similar schools were established in this and 
other provinces, and from them were gradu- 
ated men who took an active and influential 
part in the establishment of our free institu- 
tions. A distinguished descendant of these 
Scotch-Irish pioneers, in a "Tribute to their 
principles, virtues, habits, and public use- 
fulness," says: — "Having neither silver nor 
gold to give, in founding institutions for the 
intellectual, moral, and religious improve- 
ment of the people, they gave what they had, 
— their time, labor, talents, and learning. 
They planted and watered, and under God 
their work prospered; the fruits of which 
were gathered and enjoyed, not only in their 
own day, but by generations then unborn." 
The same writer adds: — "The descendants 
of the Irish and Scotch, in whatever district 
they may have cast their lot and fixed their 
stakes, are amongst the most prominent, 
virtuous, religious, active, useful, industrious, 
and enterprising of the community." 

These Scotch-Irish Presbyterians at once 
erected churches in the wilderness they had 
come to reclaim. The edifices they reared 
for religious worship were generally imposing 
structures for the time at which they were 
built, and some of them are still standing. 
As already stated, that near Marietta, in 
Lancaster county, was the parent institu- 
tion, and the Presbytery of Donegal was the 
first organized in Western Pennsylvania. 
From it those further west have from time to 
time been severed. Churches were, about 
the same period, erected at Paxton, Derry, 
and Hanover. Paxton Church is three miles 
north of Harrisburg, in the great Lebanon 
valley, and occupies a beautiful situation. 
It was built about the year 1740, and being 
a solid stone structure, bids fair to remain a 
venerable monument of American Christi- 
anity for centuries to come. The Rev. 
Mr. Elder, who lived in the immediate 
vicinity of this church, was its first pastor, 
and continued in that office for sixty 
years. He was also colonel of the "Paxton 
Rangers," and in many respects appears to 



HARRISBURG. 



109 



have been a remarkable man, well fitted 
to instruct and lead the hardy pioneers, 
whose duty it was to serve God and iight 
the Indians. His remains, as well as those 
of many of the early pioneers of Dauphin 
county, repose under moss-covered tablets 
in the Paxton churchyard, which is over- 
grown with myrtle brought from the "old 
country" and planted by hands of affection 
in this sacred spot. 

The early history of this Paxton settlement 
was very different from that of the eastern 
portions of the province. While the latter 
had nothing but peace and prosperity, the 
former was accompanied with danger and 
death.* An early writer says: — "Imagina- 
tion cannot conceive the perils with which 
the settlement of Paxton was surrounded 
from 1754 to 1765." Murder followed 
murder, — -settlement after settlement was 
abandoned and destroyed, — hostile Indians 
from the north and west made constant in- 



* About the commencement of the fifth decade of the eight- 
eenth century, the settlemenls in the Province of Pennsylvania 
had extended to a considerable distance up the Delaw.ire and 
Susquehanna rivers, and the Indians on the northern border 
becoming hostile to these encroachments, it became necessar>' 
to provide for the safety of the frontiers. To secure this a 
chain of fortifications was built, or existing stockades were 
strengthened, by the proprietary government, across the province 
from the Delaware to the Allegheny mountains, and from there 
extended, as settlements were made or military exigencies re- 
quired, to the t)hio, at Pittsburg. These fortifications com- 
menced above Easton, and struck the Susquehanna near where 
Harrisburg now stands. From that place the main chain ex- 
tended up the Cumberland valley and across the mountains by 
way of Bedford, while another line was built through the 
Juniata valley, with one or two important posts above the 
mouth of that stream on the Susquehanna. The posts near 
the line of the Pennsylvania Railroad and its branches were 
the following : 

Harris' Stockade. — Built by John Harris, at Harrisburg, 
about 1754. 

Fort Hunter. — Six miles above Harrisburg, on the Sus- 
quehanna. Built about 1755. 

Fort Halifax. — Near the village of Halifax, Dauphin 
county. Built about 1756. 

Fort Manaday. — In East Hanover township, Dauphin 
county. Built about 1755. 

PoMFRET Castle. — On Mahantango creek, near village of 
Mount Pleasant, in Snyder county. Built about 1755. 

Fort Bingham. — In Tuscarora valley, about twelve miles 
from the town of Mifflin. Built by settlers about 1749. De- 
stroyed by Indians. 

Fort Granville. — Near Lewistown. Built by settlers about 
1755. Taken and destroyed by French and Indians. 

Fort Shirley. — At Shirleysburg, Huntingdon county. Built 
about 1756. 

Standing Stone Fort. — At Huntingdon. Built about 1754. 

Anderson's Fort. — At Petersburg, Huntingdon county. 
Built about 1756 

Fort Lowthbr. — At Carlisle. Built about 1754. 

Fort Morris. — At Shippensburg, Cumberland county. Built 
about 1755. 

Fort Chambers. — At Chambersburg. Built by Col. Benja- 
min Chambers about 1756. 

Fort Loudon. — Near village of that name in Franklin county. 
Built about 1756. (Near Fort Loudon was McCord's Fort, built 
by the settlers in 1756, and destroyed by the Indians the same 
year. ) 

Fort Lyttleton — At village of same name in Fulton 
county. Built in 1756. 

Fort Bedford. — At town of Bedford. Built about 1757. 

Fort Ligonier, — Near borough of same name in Westmore- 
land county. Built about 175S. 

Fort Pitt. — At Pittsburg. Taken from the French, by 



roads and attacks ; and against all these out- 
rages there was but little protection save 
that of the settlers themselves. The emer- 
gency called into existence the "Paxton 
Rangers," already referred to, and a more 
hardy, daring, and resolute body of men 
never trod the American continent. Parson 
Elder, their colonel, says the men in private 
life were "virtuous and respectable, mild 
and merciful." This was said when de- 
fending them for the murder of the Cones- 
toga Indians, described in the sketch of 
Lancaster. But as rangers they were cer- 
tainly not "mild." They are described, in 
time of peace, as roaming through the moun- 
tain wilds as traders, or seeking out rich 
lands unpurchased from the Indians ; and in 
time of war, or frontier disturbance, they 
were ranging the border, watching the move- 
ments of the Indians, fighting them and 
breaking up their haunts. They had laws 
and usages of their own, separate and dis- 
tinct from those of the lower counties of the 
province, with the people of which they had 
but little sympathy, and who seem to have 
looked upon them as outlaws, — worse, even, 
than the savages. Some of their leaders 
were arrested and imprisoned for their course 
against the Indians, but the jails were not 
strong enough to hold them, because they 
could not understand the principle of propri- 
etary justice which sought to punish rigor- 
ously every white man who killed an Indian, 
but considered an Indian who murdered 
white settlers an unfortunate, to be reclaimed 
by kindness and prayers. Lazarus Stewart, 
a captain among them, and a daring leader, 
was signaled out for punishment for his part 
in the Conestoga massacre, but declined to 
be arrested and tried in Philadelphia, de- 
claring that he could not hope for justice 
there ; and in a declaration, published at the 
time, uses glowing and strong language 
against the Indian policy of the government. 
" Let me," he says, " be tried where preju- 
dice has not prejudged my case. Let my 
brave rangers, who have stemmed the blast 
nobly, and never flinched, — let them have 
an equitable trial. They were my friends 



whom it was called Fort Du Quesne, in honor of the governor 
of Canada. Rebuilt by the English about T758. 

Forts Miller anti Reed. — Near (ireensburg. Built by 
settlers about 1773. and destroyed by the Indians in 1782. 

During the Revolutionar>' war the following forts were built 
by the colonial government : 

P'oRT Hand. — At the junction of the Loyalhanna and Kiski- 
minetas. in Westmoreland county. Built about 1778. 

Fort McIntosh. — At town of Beaver. Built about 1778. 

Fort Roberdeau. — In Sinking valley, Blair county. Built 
to protect the lead mines in 1778. 



HARRISBURG. 



Ill 



in the hour of danger ; to desert them now 
were cowardice ! What remains is to leave 
our cause with our God and our guns." 
None of them were ever arrested or tried 
for participation in this affair. Perhaps it 
was not deemed prudent to push legal pro- 
ceedings to extremities against men who 
could write as well as fight. 

At the commencement of the Revolution 
most of the Paxton rangers entered the 
patriot army, from which comparatively few 
of them returned to settle at their old 
homes. Many of the survivors settled on 
the new lands of the West Branch of the 
Susquehanna ; others around Pittsburg, and, 
after Wayne's treaty with the Indians, 
beyond the Allegheny river. In those re- 
gions their descendants may be found; here 
and there an isolated family remains in 
Dauphin county, surrounded by the descend- 
ants of the German emigrants who came 
into the county about the close of the last 
century, and came to stay. The ancient 
churches and graveyards of the Scotch-Irish 
still remain as monuments of the former 
occupants and owners of the land. Little 
else is left to remind one of the hardy, 
noble race who conquered it from the sav- 
ages and reclaimed it from the wilderness. 

Dauphin county possesses different quali- 
ties of soil, varying from rich limestone 
to poor slate. .The upper portion of the 
county is very mountainous, but contains 
several narrow red-shale valleys, and some 
fertile flats along the Susquehanna. The 
mountainous region abounds with anthracite 
coal, especially Lykens valley, where exten- 
sive mining operations are carried on. The 
Susquehanna runs for forty-eight miles along 
the western edge of the county, its western 
bank being the county line. The other 
prominent streams in the county are the 
Swatara river, along which the Union canal 
is constructed, connecting with the Schuyl- 
kill ; Conewago creek, the southern bound- 
ary; Paxton creek; Fishing creek; Stony 
creek ; Big and Little Wiconisco creeks, 
. and Mahantango creek, the northern bound- 
ary. Population of Dauphin county, 60,740. 
Value of agricultural productions, S3, 034, igg. 
Number of manufacturing establishments, 
587 ; hands employed, 4865 ; wages paid, 
;gi,998,486; capital invested, §6,557,520; 
materials used, $9, 248, 585; value of pro- 
ducts, J13, 514,156. Anthracite coal mines, 
S; hands employed, 1732; wages paid, 
$571,924; capital invested, $3,855,000; tons 



mined, 411,355 ; value, §983,265. Iron-ore 
mines, 2 ; hands employed, 42 ; wages 
paid, §16,500; capital invested, $11,250; 
tons mined, 13,000; value, $63,750. 

The city of Harrisburg is advantageously 
and beautifully located. North of it the 
Lebanon valley extends through the county 
of that name and into Berks, embracing an 
immense area of highly-cultivated, rich ter- 
ritory, abounding in iron ore and dotted 
with manufactories; while to the south runs 
the Cumberland* valley, forming the coun- 
ties of Cumberland and most of Franklin, 
and second to no region in America, of the 
same extent, in picturesqueness, fertility, and 
mineral wealth. The scenery in all direc- 
tions is fine, but particularly lovely is that 
of the Susquehanna river. Front street pre- 
sents an uninterrupted perspective of spark- 
ling waters, verdant islands, and rolling hills, 
bounded in the distance by blue mountains. 
The residents of the city fully appreciate 
these beauties, and have adorned the river- 
bank, for a long distance, with tasteful, and, 
in some instances, magnificent residences. 

The first settlement made at the site of 
Harrisburg was about 1725, by John Harris, 
a native of Yorkshire, England, who came 
here from the eastern part of the State. At 
the time of this settlement Indian towns 
existed on the opposite side of the river, 
inhabited by members of the Six Nations, 
and it was asserted that, by a signal, several 
hundred warriors could be assembled at the 
present site of Harrisburg. John Harris 
fixed his habitation on the bank of the river, 
and here had a son born in i 726, who is said 
to have been the first white child born in 
Pennsylvania west of the Conewago hills. 
This son was also named John Harris, and 
became, in time, the proprietor of the place 
and the founder of Harri.sburg. 

The first John Harris was an extensive 
trader with the Indians, transporting the 
supplies he needed and the furs he purchased 
from and to Philadelphia on pack-horses. 
He also cultivated the soil as an agriculturist, 
and, according to the Rev. Col. Elder, was 
the first person to introduce the plow on the 
Susc[uehanna. He established a ferry to 



* This v.illey was known to the early settlers by the Indi.nn 
name of " Kittochtinny," — softened by dropping some of its 
consonants into " Kittatinny," — which it retained until the 
formation of Cumberland county, when the name of the coimty 
was applictl to it. The Indian name for the valley was bor- 
rowed from the extensive niotmtain range forming its western 
boimdary. called the " Kittochtinny." signifyine " endless 
mountains," This range is now known as the " Blue moun- 
tains," and extends through several Slates. 



112 



THE PENNSYLVANIA RAILROAD. 



accommodate the travel through the Kitta- 
tinny valley to Virginia and the more south- 
ern provinces, and, by his energy and pru- 
dence, acquired a large amount of property. 
His house was well known throughout the 
province, and was frequented by all classes 
of people who visited the valley of the 
Susquehanna. Many incidents are related 
connected with this pioneer and his home, 
and one is worth repeating here. A band 
of Indians came to his house, all of whom 
were more or less intoxicated. They 
wanted more rum, — whisky was not then 
the common drink in Pennsylvania, — but 
Harris, seeing their condition and fearing 
mischief, refused to supply them. They 
seized and bound him to a mulberry tree 
in front of his house, determining to burn 
him. While they were kindling the fire 
another band of Indians came upon the 
scene, and, after a struggle, released him 
uninjured. In remembrance of this event 
he directed that, on his death, he be buried 
at the foot of this tree ; and when he died, in 
1748, his direction was carried out, and his 
remains, with those of some of his children, 
still repose there. The tree itself has rotted 
away, but a handsome enclosure preserves 
the ground and its relics from desecration. 

John Harris, Jr., succeeded his father in 
business, and inherited all his energy. He 
continued to trade with the Indians and to 
farm, and in his time "Harris' Ferry" be- 
came a noted place. Letters were sent from 
Europe directed "to the care of John Har- 
ris, Harris' Ferry, North America." He 
accumulated considerable wealth, and when 
the Declaration of Independence was pro- 
mulgated he loaned the Government of the 
United States three thousand pounds, — a 
goodly sum for that day, — taking treasury 
certificates for it. He had strong faith in 
the advantageous position of his property, 
and when the town of Harrisburg was laid 
out, in 1785, he conveyed to certain com- 
missioners named four acres of ground on 
Capitol Hill, to the east of the present pub- 
lic buildings, "in trust for public use, and 
such public purposes as the legislature shall 
hereafter direct." This was done because 
he believed that, at some future period, the 
capital of Pennsylvania would be established 
here. The town was surveyed and laid out 
by William Maclay, a son-in-law of John 
Harris, who owned the ground upon which 
the upper portion of the present city of 
Harrisburg is built, including the site of the 



public buildings. When first laid out as a 
town this was known as Maclaysburg, but was 
ultimately absorbed in Harrisburg. William 
Maclay was one of the first representatives 
of Pennsylvania in the Senate of the United 
States, under the Constitution, — his colleague 
being Robert Morris, the financier of the 
Revolution. John Harris, Jr., died in 1791, 
and was buried in the graveyard of Paxton 
Church. Some of his descendants still re- 
main in Harrisburg. 

In the early part of the present century 
the subject of the navigation of the Susque- 
hanna e.xcited considerable attention, and 
about 1813 the river was surveyed by engi- 
neers in the service of the United States 
Government, who reported that it could be 
made navigable to a point six miles above 
Harrisburg, at a cost of three millions of 
dollars. The project, for some cause, was 
abandoned, although, if carried out, it would 
have been of the utmost importance to the 
interests of Pennsylvania, probably giving a 
new direction to her trade, and, to a great 
extent, changing the channels of transporta- 
tion for the coal and other products of the 
interior of the State. 

Stirring incidents are not very abundant 
in the early history of Harrisburg. Spring- 
ing into life after the Revolution, it escaped 
the events of the war, and had before it 
many years of peace. In 1808, on the ist 
of February, it was incorporated as a bor- 
ough, and on the 21st of February, 18 10, 
was made the capital of the State, — thus 
realizing its founder's dream. The public 
offices were removed from Lancaster to 
Harrisburg on the 12th of October, 181 2. 
In 1 81 7 the bridge over the Susquehanna 
was erected by Mr. Burr, a distinguished 
bridge architect, at a cost of $155, 000, of 
which the State subscribed §90,000. In 
1 82 1 the present public buildings were com- 
pleted and occupied — the legislature having, 
previous to that time, held its sessions in 
the court-house. 

On the 2d of December, 1838, Harris- 
burg witnessed the commencement of a 
political difficulty which threatened the 
most serious consequences, and caused great 
excitement throughout the State and na- 
tion. This difficulty is known as the "Buck- 
shot War," and originated in a dispute 
between the Democratic and Whig parties 
as to the correctness of certain election 
returns in Philadelphia county. The sena- 
tors and representatives from that county 



HARRISBURG. 



113 



gave preponder- 
ance in the legisla- 
ture to the party 
that gained them, 
and the leaders of 
both were detei 
mined to secure 
the return of theii 
supporters. The 
Whig party suc- 
ceeded in organiz- 
ing the senate and 
held that chamber, 
while the Demo- 
crats controlled the houst- 
of representatives — the 
Whig minority of the 
house seceding and meet- 
ing in the court-house. 
Governor Ritner issued 
a proclamation, calling a 
portion of the organized 
militia into service to 
"enforce the laws" and 
"preserve peace," and 
a large body of them, to 
whom buckshot-and-ball 
cartridges were issued, as- 
sembled on Capitol Hill. 
This unfortunate condi- 
tion of things, amount- 
ing almost to anarchy 
and momentarily threat- 
ening bloodshed, con- 
tinued for more than two 
weeks, during which time 
the attention of the Fed- 
eral authorities was di- 
rected to it, and their 
interference invited and 
urged. But fortunately 
for the Commonwealth 
and the country, a com- 
promise was effected. The 
military returned to their 
homes, and the war-cloud 
dispersed. The whole 
affair was turned into 
ridicule, and many cari- 
catures of the men who 
figured prominently in it 
were published. In after 
years some of the leaders 
of the contending par- 
ties, who were then ready 
to fight each other to 
the death, became bosom 




114 



THE PENNSYLVANIA RAILROAD. 



friends, and were proud to march under the 
same political banner. 

During the late Rebellion, when Pennsyl- 
vania was invaded, the advance of Lee's 
army reached the Susquehanna river opposite 
Harrisburg, causing the most intense excite- 
ment in the city. The capital of the State 
was thought to be the objective point of the 
rebel movement, and that an attack upon it 
would certainly be made. The arcliives 
of the Commonwealth were hastily packed, 
and many of them shipped to a point of 
safety. Troops assembled from all quarters 
to resist the advance; but a retrograde 
movement was ordered by Lee — the tide of 
war drifted to another scene, and the beau- 
tiful hills of the Susquehanna were not 
drenched with fraternal blood. 

The State capitol buildings are of plain 
red brick, without external ornament of any 
kind, but they are well constructed, and 
occupy a beautiful position in the midst of 
ornamental grounds overlooking the majestic 
river. Interiorily these buildings present 
many attractions, and a visit to them cannot 
fail to prove interesting. The halls of the 
Senate and House are well arranged. The 
State library is a splendid room, well filled 
with books — many of them valuable. It 
is claimed that the law department of this 
library is the only one in the Union con- 
taining full sets of all the law reports of 
the various States. In the Executive apart- 
ments a complete set of the portraits of the 
governors of Pennsylvania is preserved, and 
the walls and tables are decorated with 
many quaint documents and curiosities, such 
as old English charters, treaties between the 
colonial authorities and the Indians, signed 
by the latter with rude hieroglyphics, and 
other mementoes of the State's early history. 
In the quaint old arsenal a number of obso- 
lete arms are preserved, and near by a marble 
shaft, surmounted by a winged angel, is 
erected in honor of the Pennsylvania volun- 
teers who fell in Mexico. The eastern 
State Lunatic Asylum occupies a command- 
ing site about two miles north-west of the 
capitol.* 



♦Statistics of State of Pennsylvania. — Population, 
3,521,951; white, 3,456,609 : colored, 65,294 ; Chinese, 14; In- 
dians, 34 ; native. 2,976,530 : foreign, 545,261. 

Far7ns and /arm products. — Acres improved, 11,515,965; 
value of farms, $1,043,481,582 ; value of farm implements and 
machinery, 535,658,196 ; value of farm products, $183,946,027. 

Manu/actitres. — Number of establishments, 37,200; hands 
employed, 319,487 : wages paid, $127,976,594 ; capital invested, 
$406,821,845; materials used, $421,197,673 ; v.tlue of products, 
^7"-894.344- 

Mining. — Establishments, 3086; hands employed, 81,215; 



There are fifteen church edifices within 
the limits of the city, representing all leading 
religious denominations. There are also an 
academy, a female seminary, and an excel- 
lent system of graded common-schools, 
having an attendance of near five thousand 
pupils. The city contains three halls — two 
belonging to secret orders — which are 
open for public use. The new Masonic 
hall is a massive structure, and in all its 
appointments is perhaps the finest building 
of the kind in the State, outside of the 
cities of Philadelphia and Pittsburg. The 
hotel accommodations are commodious and 
excellent, — well suited to the requirements 
of the capital of a great Commonwealth. 
The county court-house is an imposing 
building, and the prison is well constructed, 
after designs by Haviland, the well-known 
architect. The business of the community 
supports eight banking institutions, public 
and private, with a large aggregate capital. 

Manufacturing of various kinds is exten- 
sively carried on at Harrisburg. The central 
position of the city : the splendid railroad 
system radiating from it to all points of 
the compass — reaching the great anthracite 
and bituminous coal mines, the rich de- 
posits of iron ore in Cumberland, Lebanon, 
and York counties, and draining a highly- 
productive agricultural country — have com- 
bined to build up many large establishments; 
and these advantages are being more and 
more appreciated each year, giving assurance 
of a grand future for the place. The largest 
industrial establishments here are now en- 
gaged in the production and working of 
iron and steel and the building of railroad 
cars. These works alone employ more 
than fifteen hundred men ; while machine- 
shops, tanneries, planing and flouring mills, 
and other industries, give employment to 
many hundreds more. Population, 23,104. 
(Junction of Lebanon Valley Railroad, run- 
ning to Reading, distance fifty-four miles; 
of Cumberland Valley Railroad, running to 
Martinsburg, Virginia, ninety-four miles; 
and of the Schuylkill and Susquehanna 
Railroad, running to Auburn, Schuylkill 
county, Pennsylvania, distance fifty-nine 
miles. ) Connections are also formed here 



wages paid, $38,815,276: capital invested, $84,660,276; mate- 
rials used. $6,069,917 : value of products, $76,208,390. 

Pennsylvania lies between thirty-nine degrees forty-three 
minutes and forty-two degrees fifteen minutes north latitude, 
and between seventy-four degrees and forty-two minutes and 
eighty degrees thirty-five minutes west longitude. It contains 
an area of 46,000 square miles, or 29,440,000 acres. 



ROCKVILLE— HALEY'S— MARVSVII.LE. 



115 




KITTATINNY MOUNTAIN. 



with the Northern Central Raihvay, south, 
to Baltimore, eighty-four miles, and Wash- 
ington, one hundred and twenty-four miles; 
and north, to Canandaigua, New York, 
two hundred and forty-one miles. By the 
Northern Central Railway connection is 
made with the Philadelphia and Erie Rail- 
road, at Sunbury, to Erie, Pennsylvania, on 
the lake of that name: with the Erie Rail- 
way, at Elmira, and the New York Central 
Railroad, at Canandaigua, for Rochester, 
Buffalo, and Niagara Falls. Of these roads 
the Northern Central and the Cumberland 
Valley are controlled, and the Philadelphia 
and Erie is leased, by the Pennsylvania 
Railroad Compjany. 

R0CK.VILLE, one hundred and ten and 
one-half miles. — At this point the railroad 
reaches the Blue Ridge, or Kittatinny moun- 
tain, the first of the great Allegheny range. 
Bending abruptly to the west, it crosses 
the Susquehanna river on a bridge three 
thousand six hundred and seventy feet in 
length. From this bridge, looking both up 
and down the river, the views are magnifi- 
cent. To the north are seen the gigantic 
mountains, sundered by the water in its pas- 
sage, leaving numerous rocks in its channel 



to break it into rapids and fret it into foam; 
while the great bridge of the Northern 
Central Railway stands out in bold relief, 
uniting the villages of Dauphin and Marys- 
ville. To the south the broad river sweeps 
away, studded with islands and bordered by 
fertile farms, until the spires and domes of 
Harrisburg are seen, and the blue hills of 
Cumberland and York close the prospect. 
Rockville contains two churches and several 
hotels. Population, 259. 

Haley's, one hundred and twelve miles. 

Marysville, one hundred and thirteen 
miles. — First station in Perry county, at 
the point where the Pennsylvania Railroad 
crosses the Northern Central. Perry county 
was created by act of March 22d, 1820, out 
of Cumberland. It lies between two great 
ranges of mountains, — the Kittatinny on 
the south-east and the Tuscarora on the 
north-west, — and is intersected l)y numerous 
subordinate ridges, which subdivide it into 
many valleys, some of them of limestone and 
others of slate, all fertile, well cultivated, 
abundantly watered, and picturesque to a 
remarkable degree. The Susquehanna river 
forms the eastern boundary of the county. 
It is rich in iron ore, and the manufacture 



IIG 



THE PENNSYLVANIA RAILROAD. 




EARLY MORNING ON THE SUSQUEHANNA EAST OF DUNCANNON. 



of iron is extensively carried on within its 
limits. The original settlers were Scotch- 
Irish, who pushed up into these valleys soon 
after the same hardy race had made their 
homes in the northern part of Lancaster 
county and in the great Cumberland valley. 
They met with much hostility from the In- 
dians, and many families were massacred. 
At one period almost all the settlers were 
driven from their homes, but they soon 
returned, and taught the aborigines that they 
could not be conquered or exterminated. 
Population, 25,447. Value of agricultural 
productions, $2,793,127. Number of manu- 
facturing establishments, 282; hands em- 
ployed, 1037; wages paid, §299,300; capi- 
tal invested, $1,438,174; materials used, 
$1,743,601 ; value of products, $2,412,626. 
Iron-ore mines, 6; hands employed, 68; 
wages paid, $23,780; capital invested, 
$7215; tons mined, 17,520; value, $66,000. 
Marysville contains a forge for the manufac- 
ture of blooms, a flour-mill, a door and sash 
factory, three churches, and several hotels. 
The scenery around it is grand in its mas- 
siveness. Population, 863. 

DuNCANNON, one hundred and nineteen 
miles. — Here are located the extensive works 
of the Duncannon Iron Company, which 
manufactures pig and bar iron and nails; 
also, a forge belonging to another firm. An 
active mercantile business is transacted. Iron 
ore is extensively mined in the vicinity. The 
village contains six churches, three public 
halls, four public school-houses, and several 
hotels. Population, 960. (The post-ofifice 
name of this station is Petersburg.) Near 
by is a spur of the mountain, which presents ; 



a strong resemblance to the human face, and 
is called "Profile Rock." One mile above 
Duncannon is the mouth of the Juniata, 
and the location of Duncan's Island, a place 
noted in the early history of Pennsylvania. 
This island, though apparently in Perry, 
is really in Dauphin county, — the original 
boundary of Cumberland county, out of 
which Perry was formed, being the western 
shore of the Susquehanna. According to 
the account of David Brainerd, — a mission- 
ary who traveled much among the Indians 
of Pennsylvania about 1745, — this island 
contained a large Indian town, and was a 
favorite point of concentration of the tribes 
in the Susquehanna and Juniata valleys. 
Mr. Brainerd describes an Indian religious 
enthusiast whom he met on the island, and 
his description portrays a creature so uncouth 
that it is worth preserving. "He made his 
appearance," says the missionary, "in his 
pontifical garb, which was a coat of bear- 
skins, dressed with the hair on, and hanging 
down to his toes; a pair of bearskin stock- 
ings, and a great wooden face, painted, the 
one-half black, the other half tawny, about 
the color of an Indian's skin, with an ex- 
travagant mouth, cut very much awry; the 
face fastened to a bearskin cap, which was 
drawn over his head. He advanced towards 
me with the instrument in his hand which 
he used for music in his idolatrous worship, 
which was a dry tortoise-shell, with some 
corn in it, and the neck of it drawn on to a 
piece of wood, which made a very convenient 
handle." Mr. Brainerd describes many of 
the services and performances, not only 
of this uncouth zealot, but of the Indians 



DUNCANNON. 



117 







'^t&-^ I 



generally collected upon the island, many 
of whom, he says, could speak the English 
language; but, as a rule, they were drunken, 
vicious, and profane. At a later period this 
island became the scene of various outrages 



on the part of the Indians, and adventures 
by the white settlers. In 1756 the settlers 
abandoned it, and in 1760 a bloody fight 
took place upon it between the whites and 
Indians. On one occasion the wife of the 



118 



THE PENNSYLVANIA RAILROAD. 



owner of the island, with a child before her, 
swam the Susquehanna river on a horse to 
escape from the savages. When it is remem- 
bered that the river is here fully a mile wide, 
and that it was then swollen by the spring 
freshet, the perilousness of the feat can be 
realized. A large Indian mound was built 
upon the island, and also an extensive burial- 
place, but the construction of the canal 
destroyed both. In excavating this many 
relics were found, such as beads, stone 
hatchets, arrow-heads, and the like. The 
Pennsylvania canal here crosses the Susque- 
hanna river — a dam being constructed for 
that purpose, and a bridge with a double 
towing-path. At one time this island was 
a favorite summer resort, the scenery around 
it being peculiarly attractive, and the air 
very salubrious. 

Aqueduct, one hundred and twenty-three 
miles. — Here the canal crosses the Juniata 
river on an aqueduct constructed of wood. 
Until the completion of the Northern Central 
Railway, in 1858, passengers for points up the 
Susquehanna river took packet-boats on the 
canal at this station. The Pennsylvania Rail- 
road here leaves the Susquehanna and follows 
the "Blue Juniata" in its course, through 
mountains and valleys, until its sources are 
reached amid the great Alleghenies. 

Massiveness, softnessof outline, and variety 
are the distinguishing peculiarities of the 
Juniata scenery. The miniature river, in its 
course of a hundred miles through the 
numerous outlying mountains, has apparently 
overcome the obstacles in its way by strategy 
as well as by power. At many places it has 
dashed boldly against the wall before it and 
torn it asunder ; at others it winds tortu- 
ously around the obstruction — creeping 
stealthily through secret valleys and secluded 
glens. At some points the mountains appear 
lu have retired from the attacking current, 
leaving numerous isolated hills standing, as 
sentinels, to watch its progress. But the 
severed mountains, the towering embank- 
ments, and the sentinel-like hills, are all 
toned into form and moulded into shape by 
the action of the elements and the foliage 
of nature, leaving no abrupt precipices and 
but few naked rocks to mar the uniform 
beauty. The valleys and many of the hills are 
brought under cultivation, and some of the 
latter rise in the distance, presenting alternate 
squares of yellow, green, and brown, show- 
ing the progress of agricultural industry, 
while their summits are crowned with clumps 



of forest trees, indicating the luxuriance of 
the growth before the march of civilization 
invaded it. Every hour of the day — every 
change of the season — gives new tints to 
these mountains and valleys. The morning 
mist often shrouds them beneath its veil ; 
and as this is penetrated and dispersed by 
the sun, cloud-like forms sail away toward 
the sky, pausing at times amid the higher 
summits as if to rest before taking their final 
flight to join their sisters in the illimitable 
firmament. The tints of evening spread 
over them golden and purple halos, while 
deep and dark shadows sink into the water and 
creep up the wooded embankments. Spring 
clothes the entire landscape in a tender 
green. Summer deepens this into a darker 
tint, and intersperses it with the yellow of 
the ripening harvest. Autumn scatters its 
gems over all, lighting up the forests with 
the many bright hues of changing foliage; 
and winter brings its pure mantle of white, 
over which tower the ever-verdant pines, 
or repose dark beds of rhododendrons. 
In the river valley almost every tree has 
its parasite in a Virginia creeper, festoon- 
ing it from the ground to the topmost 
branch ; and here and there a larger vine 
binds a number together, as if it had grown 
weary of its first love and taken others to its 
embrace. At some places the road passes 
through broad, cultivated valleys, and at 
others it is built along ravines so narrow 
that its bed is carved out of the overhanging 
rocks. Now a mountain spur bars its way, 
and a tunnel is pierced through the obstacle ; 
and again, the river is so tortuous that 
engineering skill disdained to follow it, and 
numerous bridges carry the roadway from 
bank to bank. Almost every mile of its 
course opens up new scenes, which present 
themselves to the traveler like the ever- 
changing pictures of a kaleidoscope.* 

Newport, one hundred and thirty-two 
and one-half miles, is the second town in 
population in Perry county, and possesses 
considerable trade. The name given it 
when laid out, in 1814, w'as Reiderville, 
by which it was known until 1820, when 
its present title was conferred upon it. It 



* The Juniata, in its course from the .Allegheny mountains to 
the Susquehanna river, passes through and displays nearly the 
whole of the geological formation of Pennsylvania. The pri- 
mary rocks are to the east of the Susquehanna, and the bitumi- 
nous coal fields commence on the western slope of the mountains. 
The student of geology- finds, therefore, along the Juniata river, 
the finest possible field for his researcli, inasmuch as the rock 
stratification through which the river cuts its channel is some- 
thing like six miles in thickness. 



MILLERSTOWN—THOMPSONTOWN—PERRVSVILLE— MIFFLIN. 



119 



contains a furnace, two steam-tanneries, a 
planing-mill, foundry, grist-mill, saw-mill, 
a stone and earthen ware factory, and several 
other industries. A large commission and 
mercantile business is transacted here. Iron 
ore is mined about two miles from the sta- 
tion, for local use. There are in the borough 
six churches, a bank, good schools, and 
several hotels. Population, 945. Stage lines 
run from this station as follows: — Daily to 
New Germantown, via Bloomfield, the county 
seat, distance thirty miles; tri-weekly to 
Ickesburg, distance fifteen miles ; tri-weekly 
to Montgomery's Ferry, distance ten miles. 

MiLLERSTOWN, one hundred and thirty- 
eight miles, is beautifully situated on the 
bank of the Juniata, and is a favorite resort 
for visitors in summer. It is an old town, 
having been laid out as early as 1800. A 
furnace and a foundry are located here. 
Iron-ore mines are extensively worked near 
the station, employing about one hundred 
and seventy men, and shipping large amounts 
of ore to distant points. The village con- 
tains two churches, three public halls, a bank, 
several good hotels, and is the location of 
the Juniata Valley Normal School, which 
has an attendance of about one hundred 
pupils. Population, 533. A stage line runs 
tri-weeklybetween this station and Ickesburg. 

Thompsontown, one hundretl and forty- 
three miles, — the first station in Juniata 
county, — is situated in the midst of beauti- 
ful river and mountain scenery. It has some 
local trade, and contains several churches 
and a hotel. Population, 280. 

Perrvsville, one hundred and fifty-one 
and one-half miles, is a plea-sant borough, 
containing three churches, two academies, a 
bank, two hotels, and other public institu- 
tions. A woolen manufactory is located 
about half a mile from the town. Iron ore 
is found in the immediate vicinity. Popu- 
lation, 559. A stage runs tri-weekly to 
Concord, Franklin county, distance tliirty- 
two miles. 

Mifflin, one hundred and fifty-four miles. 
— County seat of Juniata county. Juniata 
county was separated from Mifflin by act of 
March 2d, 1831. It is mountainous, but 
contains a number of beautiful and fertile 
valleys, the principal of which is the Tusca- 
rora valley, composed of undulating hills of 
slate and limestone. The county is well 
watered by numerous streams, and the air 
is peculiarly pure. Iron ore is found in all 
parts of the county. 



The first settlements were made in this 
county about 1749, by Scotch-Irish from 
the Cumberland valley. These settlers built 
a fort in Tuscarora valley and cleared some 
land there. Seven years afterwards this fort 
was attacked and burned by the Indians, 
during the absence of one of the settlers 
named Grey, and every person in it either 
killed or captured. Among the last were 
Grey's wife and daughter, three years old. 
Grey died not long afterward, leaving a will, 
by which he devised one-half his farm to his 
wife and the other half to his daughter, 
should they return from captivity. Mrs. 
Grey did return, after an absence of about 
a year, and obtained possession of the prop- 
erty willed her. Seven years after, in 1764, 
a treaty was made with the Indians, by the 
terms of which they were to surrender all 
their prisoners. Mrs. Grey went to Phila- 
delphia in the hope of finding her daughter 
among the captives brought there to be re- 
cognized and claimed by their friends. 
Her child was not there, but, acting upon 
a suggestion, she claimed another, who was 
unrecognized, and thus got possession of 
the other half of her husband's prop- 
erty. The girl thus adopted subsequently 
married a clergyman, who sold the property 
acquired through his wife. After a lapse of 
years the children of James Grey, heirs of 
John Grey's sister, got hold of some infor- 
mation leading them to doubt the identity 
of the returned captive, and brought a suit 
to recover the property. The case thus 
started assumed a series of multiform and 
complicated phases during the fifty years it 
was pending; but finally it was decided, in 
1834, against the identity of the adopted 
child. The case, known among lawyers as 
the "Grey Property Case," is reported in 
10 Sergeant and Rawle, page 182. One of 
the witnesses in the case wf.s George Woods, 
who was captured with Mrs. Grey and her 
child. Mr. Woods was given, in the allot- 
ment of prisoners made by the French com- 
mander at Fort Du Quesne, to an Indian 
named John Hutson, who entered into an 
agreement to ransom his captive on the pay- 
ment to him of ten pounds of tobacco 
annually. This ransom Woods jxiid regu- 
larly, after his return to his home in Bedford, 
Pennsylvania, — Hutson visiting him annu- 
ally to obtain it. But in an attack made by 
the Indians on what was called the "Bed- 
ford Scouts," of which military organiza- 
I tion Woods' son was lieutenant, the latter 



120 



THE PENNSYLVANIA RAILROAD. 



recognized among the assailants Hutson's 
son, who had accompanied his father to 
collect the ransom. After that the Indians 
never came for their tobacco. Woods was a 
land-surveyor, and laid out the city of Pitts- 
burg, — Wood street being named after him. 

Numerous Indian massacres occurred in 
the Tuscarora valley, and it was not until 
near the commencement of the Revolution- 
ary war that the settlers were freed from the 
incursions of the savages. In this county 
occurred the "Grasshopper war," between 
the Tuscarora and the Delaware Indians. 
These tribes had villages opposite each other, 
on the Juniata, and one day the children got 
into a dispute about some grasshoppers. The 
women of the tribes took sides with the chil- 
dren, and the men were naturally drawn into 
the quarrel. A war ensued, which was bloody 
and relentless, — many lives being sacrificed 
on both sides. After the Revolution set- 
tlers spread over the county; but not until 
the construction of the Pennsylvania canal 
did improvements assume any considerable 
importance. This, and the railroad which 
followed it, stimulated agriculture and manu- 
factures, and developed the mineral wealth 
to the condition of prosperity they at present 
enjoy. Population of the county, 17,390. 
Value of agricultural productions, §1,097,- 
659. Number of manufacturing establish- 
ments, 204; hands employed, 395; wages 
paid, $38,569; capital invested, §374,550; 
materials used, $437,798; value of products, 
§678,345. Mifflin occupies an elevated site 
on the left bank of the Juniata, the railroad 
being on the right, with which it is con- 
nected by a bridge over the river. It was 
laid out in 1791 by John Harris. The 
country around is picturesque, and the views 
in the vicinity extended and beautiful. The 
town contains the usual county buildings, 
three churches, two banks, two public halls, 
and three good hotels. It has a flourishing 
trade with the adjacent country. Iron ore 
is shipped in considerable quantities. Popu- 
lation, 857. Population of Patterson, on the 
railroad, 659. Stages runs daily from Mifflin 
to Selinsgrove, distance thirty-six miles ; and 
daily to Academia, distance twelve miles. 

Lewistown, one hundred and sixty-six 
miles. — Seat of justice of Mifflin county. 
Mifflin county was formed from Cumberland 
and Northumberland, by act of September 
19th, 1789. The county is irregular in 
shape, extending from south-east to north- 
west a distance of thirty-nine miles, with a 



breadth of about fifteen. Mountain ranges 
pass through it, parallel with its length, 
forming numerous fertile and beautiful valleys 
of slate and limestone land. These are 
highly improved and cultivated. The 
Kishicoquillas valley, — so named after an 
Indian chief who had his cabin near where 
Lewistown now stands, when the first white 
settlement was made there, — is celebrated for 
its beauty and productiveness, and for a 
century has been the home of a refined and 
cultivated people. Kishicoquillas was a 
Shawnee chief friendly to the whites, whose 
influence did much toward preserving the 
peace which, previous to Braddock's defeat, 
existed between the settlers in the interior 
of Pennsylvania and the Indians, and was 
much esteemed by the officers of the province. 
When the French missionaries sought to 
secure the alliance of the savages against the 
English, and to a great extent succeeded, — 
having bought the friendship of Jacobs, 
another Shawnee chief, at Lewistown, — 
they made overtures to Kishicoquillas, but he 
rejected them, declaring that "no earthly 
consideration could induce him to lift 
the tomahawk against the sons of Onas."* 
Jacobs was so named by one of the early 
settlers at Lewistown, from his resemblance 
to an honest Dutchman who lived in the 
Cumberland valley. 

As early as 1755 Scotch-Irish settlers had 
crossed the mountains from the Cumberland 
valley and made their homes in this county. 
About the same time a fort, called Fort 
Granville, was built on the Juniata, about 
a mile above Lewistown. In 1756, after 
Braddock's defeat had emboldened the In- 
dians, an attack was made upon this fort by 
a party of savages and some French. The 
garrison consisted of twenty-four men, com- 
manded by Lieutenant .\rmstrong, — brother 
of the general of that name, — who made a 
gallant defense, but was finally overpowered, 
the fort burnt, the commander and several 
of his men killed, and the others, to 
the number of twenty-two, with three women 
and some children, taken prisoners. These 
were conveyed to Kittanning, where one of 
the soldiers, named Turner, was cruelly sacri- 
ficed to gratify the vengeance of the savages. 
He was tied to a stake and heated gun- 
barrels run through his body. While yet 
alive, after three hours of torture, he was 
scalped, and an Indian boy then held up, 

* This was the name given by the Indians to William Pcna. 



LEWISTOWN. 



121 



who cleft his head with a hatchet. Many 
of the prisoners taken at Fort Granville 
were never heard of afterwards, and it is 
supposed they met with a fate similar to 
Turner's. 

It was not until after the treaty of Fort 
Stanwi.x,* in 1768, that this region was 
considered safe for the whites. Then the 
county filled up rapidly, and the prosperity 
of peace supplemented the horrors of sav- 
age warfare. 

The best-known Indian who ever lived 
within the limits of Pennsylvania had his 
home, at the time the whites entered the 
region, in the Kishicoquillas valley, not 
many miles above Lewistown, at what is 
still known as Logan's Springs. This was 
Logan, the Mingo chief, whose name is 
perpetuated in many localities, and whose 
renown figures in history and romance. He 
was the son of Shikellimy, a Cayuga chief, 
who dwelt at Fort Augusta, where Sunbury 
now stands, about 1 742, and was there con- 
verted to Christianity by the Moravian 
missionaries. His son was baptized by these 
missionaries, and named by his father after 
James Logan, secretary of the province of 
Pennsylvania. Mingo was the name given 
by the Delaware Indians to the Iroquois, or 
Six Nations, and the Cayugas being one of 
them, the title of Mingo was conferred upon 
Logan. The following account of Logan is 
taken from numerous authorities, and com- 
mences with a letter written in 1842, by 
Hon. R. P. McClay, then a member of the 
senate of Pennsylvania, to Hon. George 
Darsie, a senator from Allegheny county : 

"Allow me to correct a few inaccuracies 
in the anecdote of Logan, the Mingo chief, 
to which you called my attention. The 
person surprised at the spring, now called 
the Big Spring, was William Brown, the 
first actual settler in Kishicoquillas valley, 
and one of the associate judges of Mifflin 
county from its organization till his death, 
at the age of ninety-one or two. I will 
give you the anecdote as I heard it related 
by Judge Brown himself, while on a visit to 
my brother, who then owned and occupied 
the Big Spring farm. 



* This treaty was made through the influence of Sir William 
Johnson, and by it the Six Nations conveyed to the proprietaries 
of Pennsylvania all the land within a boundary extending from 
the New York line, on the Susquehanna, past Towanda and 
Pine creek, up the west branch, over to Kittanning, and thence 
down the Ohio to the west line of the State. At a treaty heid 
at Fort Stanwix. in October, 1785, the commissioners of the 
State purchased all the remaining land within the limits of its 
charter. 



"'The first time I ever saw that spring,' 
said the old gentleman, 'my brother, James 
Reed, and myself had wandered out of the 
valley in .search of land, and finding it very 
good, we were looking about for springs. 
About a mile from this we started a bear, 
and separated to get a shot at him. I was 
traveling along, looking about on the rising 
ground for the bear, when I came suddenly 
upon the spring; and being dry, and more 
rejoiced to see so fine a spring than to have 
killed a dozen bears, I set my rifle against a 
bush and rushed down the bank and laid 
down to drink. Upon putting my head 
down, I saw reflected in the water, on the 
opposite side, the shadow of a tall Indian. 
I sprang to my rifle, when the Indian gave 
a yell, whether for peace' or war I was not 
just then sufficiently master of my faculties 
to determine ; but upon my seizing my 
rifle and facing him, he knocked up the 
pan of his gun, threw out the priming, 
and extended his open palm toward me in 
token of friendship. After putting down 
our guns, we again met at the spring and 
shook hands. This was Logan, the best 
specimen of humanity I ever met with, 
either white or red. He could speak a little 
English, and told me there was another 
white hunter a little way down the stream, 
and offered to guide me to his camp. 
There I first met your father. We remained 
together in the valley a week, looking for 
springs and selecting lands, and laid the 
foundation of a friendship which never has 
had the slightest interruption. 

" 'We visited Logan at his camp at Logan's 
Spring, and your father and he shot at a mark 
at a dollar a shot. Logan lost four or five 
rounds and acknowledged himself beaten. 
When we were about to leave him he went 
into his hut and brought as many deerskins 
as he had lost dollars, and handed them to 
Mr. Maclay, who refused to take them, al- 
leging that we had been his guests, and did 
not come to rob him ; that the shooting had 
been only a trial of skill, and the bet merely 
nominal. Logan drew himself up with great 
dignity and said, "Me bet to make you 
shoot your best; me gentleman, and me take 
your dollar if me beat." So he was obliged 
to take the skins or affront our friend, whose 
nice sense of honor would not permit him 
to receive even a horn of powder in return. 

" 'The next year,' said the old gentleman, 
'I brought my wife up and camped under 
a big walnut tree on the bank of Tea creek. 



122 



THE PENNSYLVANIA RAII,ROAD. 



until I had built a cabin near where the mill 
now stands,* and have lived in the valley ever 
since. Poor Logan' (and the big tears 
coursed each other down his cheeks) 'soon 
after went into the Allegheny, and I never 
saw him again.' " 

A daughter of Judge Brown, who lived in 
the valley some thirty years ago, confirmed 
the incidents repeated above, and related 
the following, in addition : 

"Logan supported his family by killing 
deer, dressing the skins, and selling them to 
the whites. He had sold quite a parcel to a 
tailor, who dealt extensively in buckskin 
breeches, receiving his pay in wheat. When 
this was taken to the mill it was found so 
worthless that the miller refused to grind it. 
Logan attempted in vain to obtain redress 
from the tailor. Failing in this he took the 
matter before his friend Brown, then a 
magistrate, who heard the case and awarded 
a decision in favor of the chief. A writ was 
given to Logan to hand to the constable, 
with the assurance that that would bring the 
money for the skins. But the untutored 
Indian could not comprehend by what magic 
this little paper would force the tailor, against 
his will, to pay the debt. The magistrate 
took down his own commission, with the 
arms of the king upon it, and e.xplained to 
him the principles and operations of civil 
law. Logan listened attentively and ex- 
claimed, ' Law good ! Make rogues pay. ' ' ' 

When another and a younger daughter of 
Judge Brown was just beginning to walk, her 
mother happened to express her regret that 
she could not get a pair of shoes to give 
more firmness to her little step. Logan stood 
by and said nothing. He soon after asked 
Mrs. Brown to let the little girl go up and 
spend the day at his cabin. The heart of 
the mother was alarmed at the proposition ; 
but slie knew the delicacy of an Lidian's 
feelings, — and she knew Logan, too, — and 
with secret reluctance, but apparent cheer- 
fulness, she complied with his request. The 
hours of the day wore very slowly away; it 
was nearly night, and her little one had not 
returned. But just as the sun was going 
down the trusty chief was seen coming down 
the pathTvith his charge; and in a moment 
more the little one trotted into her mother's 
arms, proudly exhibiting a beautiful pair of 
moccasins on her little feet, — the product of 
Logan's skill. 

** Now known a£ Reedsville, in Mifflin county. 



Logan left Kishicoquillas valley in 1771, 
because of the number of whites who had 
settled in it, and the consequent scarcity of 
game. He no longer could obtain subsist- 
ence for himself and family with his rifle, and 
determined to remove to a country where 
white settlers were few and game plenty. 
He located on the Ohio river, at the mouth 
of Yellow creek, about thirty miles above 
Wheeling, and was there joined by his rela- 
tives and some Cayugas from Fort Augusta, 
who recognized him as their chief, and over 
whom, and other Indians in the vicinity, he 
obtained a remarkable influence. A village 
was built by his followers, and here Hecke- 
welder, the Indian missionary, met and con- 
versed with him in 1772. At a later period, 
subsequent to the massacre of his family, 
Heckewelder .says he was reported to be 
melancholy, and in .some measure delirious, 
declaring at times that he would kill him- 
self The massacre of his family — an event 
which probably cau.sed more discussion and 
comment than any other in the history of 
the Ohio Indians — occurred at the com- 
mencement of what is known as the Shawnee 
war, in 1773. While Logan was absent 
with most of the men of his tribe, hunting, 
a party of armed scouts, led by one Daniel 
Greathouse, without provocation, attacked 
the Indians in the village, murdered twelve 
of them, men, women, and children, and 
wounded six or eight more. Logan returned 
to find the mangled bodies of the slain and 
wounded, and his cabins in smoking ruins. 
The heart of the man was broken, and if it 
called for revenge can the call be wondered 
at? He buried his dead, cared for the 
wounded, and then gathering around him 
the men of his tribe, joined the Shawnees 
in the war they were commencing on the 
whites. His revenge was terrible. How 
many victims were sacrificed to it no earthly 
record shows. But the nobler instincts of 
the man at times exhibited themselves, as 
the following well-authenticated incident 
will show: 

While engaged in this war, he, with two 
of his men, came upon a newly-cleared field, 
where three men were at work. One of 
these he killed with his unerring rifle, and 
the other two took to flight. The oldest was 
soon overtaken and captured, but the other, 
a young Virginian, named Robinson, was 
more fleet. Logan threw down his gun and 
pursued him. Robinson might have escaped, 
but, turning his head to see where his 



LEWISTOWN. 



123 



pursuer was, his foot caught in a root and he 
fell with such force as to become insensible. 
When he recovered consciousness, he found 
himself bound and Logan seated beside him. 
Taking his prisoner with him, Logan re- 
joined the others, and the party set out for the 
nearest Indian village. Robinson reports 
that during the march Logan seldom spoke, 
seeming melancholy; but as they neared 
the village he raised the "scalp hallo," 
and the Indians, old and young, of both 
sexes, came trooping out to meet them. The 
prisoners were compelled to " run the gaunt- 
let ;" but while preparations were being made 
for the ordeal, Logan directed Robinson, 
in English, how to act. By following 
these directions, he reached the council- 
house with few injuries. Not so fared his 
companion. Being ignorant of the proceed- 
ing, he suffered terribly, and would probably 
have been killed had not Robinson seized 
him by the hand and pulled him into the 
council-house. The next day a council was 
held to dispose of the prisoners. The old 
man was, after brief consideration, adopted 
into the tribe; but the majority were deter- 
mined to make Robinson a victim of their 
vengeance. Logan opposed this decision, 
and spoke for an hour against sacrificing the 
prisoner. Robinson describes this speech 
as wonderfully eloquent In voice, in ges- 
ture, in fluency, he said it surpassed any- 
thing he had ever listened to, and as he had 
heard Patrick Henry, this was high praise. 
But the efforts of Logan were in vain, and 
the council decided to burn the prisoner at 
the stake. Preparations were soon made, — 
the prisoner bound, and the wood piled for 
the sacrifice. While this was being done 
Logan stood apart from the throng, with his 
arms folded and a look of stern displeasure 
on his face. When the fire was about to be 
kindled he suddenly strode into the circle, — 
the savages making way for him, — cut the 
fastenings of the prisoner, and led him, 
without a word, into his wigwam. The 
Indians did not attempt to interfere, but as 
soon as their surprise had abated, mutter- 
ings arose among them, and symptoms of a 
tumult showed themselves. To these Logan 
paid no attention, and in a few hours all was 
quiet again. Robinson remained with the 
chief about a year, and when the treaty at 
Fort Pitt was made, was released and re- 
turned to his home in Virginia. 

The rigor with which the war was prose- 
cuted by the whites, under Lord Dunmore, 



governor of Virginia, brought the Indians 
to terms, and they made overtures of peace. 
To secure this, Lord Dunmore appointed a 
coimcil, on the Sciota, in 1774, and invited 
all the hostile chiefs to be present, Logan 
among the number. He refused to attend 
the council, but sent by the messenger the 
following speech, preserved in Jefferson's 
"Notes on Virginia": 

"I appeal to any white man to say if ever 
he entered Logan's cabin hungry and he 
gave him not meat? If ever he came cold 
and naked and he clothed him not? During 
the course of the last long and bloody war 
Logan remained idle in his cabin, an advo- 
cate of peace. Such was my love for the 
whites, that my countrymen pointed as they 
passed, and said, ' Logan is the friend of the 
white man!' I had even thought to have 
lived with you, but for the injuries of one 
man. Colonel Cresap,* the last spring, who, 
in cold blood and unprovoked, murdered all 
the relations of Logan, not even sparing my 
women and children. There runs not a drop 
of my blood in the veins of any living crea- 
ture. This called on me for revenge. I 
have sought it : I have killed many. I have 
fully glutted my vengeance. For my country 
I rejoice at the beams of peace. But do not 
harbor a thought that mine is the joy of fear. 
Logan never felt fear. He will not turn on 
his heel to save his life. Who is there to 
mourn for Logan ? Not one. ' ' 

The authenticity of this speech has been 
questioned ; but the weight of testimony goes 
to show that it was delivered very nearly as 
preserved by Jefferson. Possibly it may have 
been interpolated ; but as a whole, and as a 
specimen of Logan's eloquence, it is un- 
doubtedly genuine. 

Some time after this war Logan, who had 
married a Shawnee woman, removed to near 
Detroit. A habit of intemperance — that 
curse of the red man — grew upon him, and 
he became quarrelsome, frequently giving 
way to ungovernable fits of passion. He 
realized his degradation, and to a missionary 
spoke feelingly of the curse which had come 
upon him,— declaring that he felt as if he 
was on the brink of eternal fire. In one of 



* As has already been stated, Logan's kindred were murdered 
by .1 party under the lead of Daniel Oreathouse. He wms in 
error in charging it upon Captain (not colonel ) Crcsap, who w.is 
a brave and able border leader, and deprecated the cruel murder 
as much as any man could. Captain Cresap liveil at Oldtown, 
Marj'land, and performed very valuable service in defending the 
western border against thesavages. He died while in the Revo- 
lutionary army. 




I.KWISTilWN NARROWS. 



LEWISTOWN. 



125 



his frenzies he struck his wife down, in the 
presence of her tribe. Fearing he had 
killed her, and knowing the Indian law of 
retributive justice, he fled from the camp. 
While on his flight he met, according to 
tradition, his wife's nephew and some other 
Indians, and thinking that this relative was 
about to avenge the murder, he prepared to 
defend himself, declaring he would kill all 
who opposed him. The nephew, in self- 
defense, shot him dead as he was dismount- 
ing from his horse. 

Thus ended the life of a man who, savage 
though he was, possessed some of the noblest 
traits of humanity, and who, unquestion- 
ably, was endowed with natural abilities of 
the highest order. His Indian name was 
Tah-gah-jute, signifying "short dress." 
Rev. Dr. McClure, a missionary, describes 
him as standing "several inches over six feet 
high; straight as an arrow; lithe, athletic, 
and symmetrical in figure ; firm, resolute, 
and commanding in features." While his 
adventures and achievements are surpassed 
by many Indian heroes, yet a singular at- 
traction has always clung to his history and 
his name, and the latter is perpetuated by 
the white men in counties, villages, town- 
ships, streams, and many other connections. 
The traveler over the Pennsylvania Railroad, 
as he enters the excellent hotel of the com- 
pany at Altoona, will see — conspicuously 
painted upon the wall of the great dining- 
room — a picture representing, in all the 
gorgeousness of savage dress, Logan, the 
Mingo chief. 

In the neighborhood of Lewistown there 
are several curious caves. Alexander's, in 
Kishicoquillas valley, abounds in fine stalac- 
tites and stalagmites, and is a natural ice- 
house, preserving in the midst of summer 
the ice formed in winter. Hanewall's, near 
McVeytown, is of vast dimensions, and con- 
tains calcareous concretions, — crude salt- 
petre has been taken from it. Bevins' is on 
the summit of a limestone ridge. An Indian 
mound, near the town, containing bones, 
arrow-heads, etc., was destroyed by the con- 
struction of the canal. There is said to be 
in the vicinity a mineral spring possessing 
most of the medicinal qualities of the Bed- 
ford water, particularly in bilious complaints. 
The county abounds in iron ore of fine 
quality, large quantities of which are mined 
for home and distant consumption. Popu- 
lation of Mifflin county, 17,508. Value of 
agricultural productions, ;gi, 544,981. Num- 



ber of manufacturing establishments, 194; 
hands employed, 693; wages paid, ^220,859; 
capital invested, $1,058,054; materials used, 
gi, 057, 371 ; value of products, $1,616,985. 
Iron-ore mines, 11; hands employed, 218; 
wages paid, $73,335; capital invested, $97,- 
200; tons mined, 35,350; value, §122,900. 

Lewistown occupies a beautiful position 
on the left bank of the Juniata. It is well 
built — many of the private residences being 
handsome structures, displaying taste in 
design and ornamentation. The town is the 
most populous on the river, and commands 
a large trade. It was laid out in 1790, and 
incorporated in 1795. Some stirring events 
have occurred in its history — notable among 
them being the dispute between Mifflin and 
Huntingdon counties as to the western line 
of division between them, and a riot in 1791, 
growing out of a difference of opinion as to 
the propriety of the action of a brigade- 
inspector in refusing to issue commissions 
to two militia colonels. Both of these dis- 
turbances were fortunately terminated with- 
out bloodshed, but for a time they created 
much excitement. 

Immediately east of the town, between it 
and Mifflin, the railroad passes through the 
Lewistown Narrows, formed by the Black 
Log mountain on the south, and the Shade 
mountain on the north. These were form- 
erly known as the Long Narrows, and pre- 
vious to the construction of the railroad, 
there was but one house in them for a distance 
of ten miles. The mountains rise abruptly 
from the river to the height, in many 
places, of more than a thousand feet, and 
their sides are covered generally with a dense 
forest growth, giving an appearance of deep 
gloom to the gorge. Here and there the 
chain is partly broken, or its sides indented 
by ravines, and the rocks stand out in naked 
grandeur; but as a rule, the walls of nature 
are intact, and the foliage covers all. The 
water flows peacefully through the channel 
it has carved, reflecting in its bosom the 
shadows of the giants it conquered in form- 
ing a passage. The scene is awe-inspiring; 
and the most impassive traveler cannot gaze 
upon it for the first time without being 
impressed with the grandeur of nature as 
here exhibited. 

Lewistown contains two furnaces, two tan- 
neries, boiler-works, three flour-mills, two 
carriage factories, and many minor industries. 
It has six churches, an academy, several fine 
hotels, three banks, and extensive county 



ANDERSON'S— McVEYTOWN— NEWTON HAMILTON. 



127 



buildings. Iron ore 
is extensively mined 
in the vicinity, and 
sand is quarried for 
the manufacture of 
glass. Population, 
2737. (Junction of 
Sunbury and Lewis- 
town Railroad, run- 
ning to Selinsgrove, 
on the Northern 
Central Railway; 
and of the Mifflin 
and Centre County 
Railroad, to Milroy, 
in Mifflin county.) 

Anderson's, one 
hundred and sev- 
enty-one and one- 
half miles. — Iron 
mines are worked 
near this station, — 
the shipment of ore 
from them amount- 
ing to about one 
thousand tons annu 
ally. 

McVevtown, onL 
hundred and seven- 
ty-eight miles, is a 
flourishing borough 
a short distance from 
the railroad. It is 
surrounded by a pic- 
turesque and well 
cultivated country. 
The town contains 
two flour-mills, two 
steam saw-mills, two 
tanneries, a foundry 
and machine-shop. 
Merchandising is 
carried on actively, 
and various business 
enterprises are in 
operation in addi- 
tion to those spe- 
cified. Iron mines, 
employing about 
three hundred men, 
vicinity. Sand, for 




are 
the 



worked in the 
manufacture of 



glass, is quarried and prepared, employing 
forty men, — the shipment amounting to 
some seven thousand tons per annum. It 
contains four churches, one bank, a public 
hall, and three hotels. Population, 685. 
Newton Hamilton, one hundred and 



IN JACK S ^\RRn\\b 

eighty-eight miles. — Near this place the 
Juniata Valley Camp-Meeting Association 
grounds are located, belonging to the Meth- 
odists. They are beautifully situated, and 
the annual religious gatherings upon them 
congregate large numbers of people. The 
river, just above this station, makes a horse- 
shoe bend, across which the road is cut, 



128 



THE TENNSVLVANIA RAILROAD. 




AT MIT.I, CREEK. 



crossing the river, at the west side of the 
bend, on a bridge seventy feet above the 
water and at a considerable elevation above 
the canal and aqueduct. There are two 
hotels here. Population, 350. 

Mount Union, one hundred and ninety- 
one miles, is the first station in Huntingdon 
county, and is at the entrance into Jack's 
Narrows, made by the river forcing its way 
through Jack's mountain. This gorge is 
wild and rugged in its appearance, the sides 
being almost destitute of vegetation, expos- 
ing immense masses of gray and sombre 
rock. The mountain receives its name from 



a weird, m)'sterious hunter and Indian- 
slayer, who made his haunts in the valley 
previous to the Revolutionary war. The nar- 
rows were called, in early colonial records, 
"Jack Anderson's Narrows," from the fact 
that in them an Indian trader, named John 
Anderson, and his two servants, were mur- 
dered by the savages. Mount Union has 
an active business. Among its industries 
are an iron furnace, two steam-tanneries, 
two flour-mills, and other minor manufac- 
tories. The vicinity is rich in iron ore, 
which is mined for home consumption and 
also shipped to Pittsburg. It contains three 



MAPLETON— MILL CREEK— HUNTINGDON. 



129 



churches, a public hall, a bank, and two 
good hotels. The scenery here is peculiarly 
grand and beautiful, attracting many visitors 
during the summer months. Population, 
535. (Junction of East Broad Top Rail- 
road to the semi-bituminous coal fields.) 
Stages run daily from this station to Burnt 
Cabins, Fulton county, distance twenty-eight 
miles; also, tri-weekly, to Three Springs, 
distance seventeen miles. 

Mapleton, one hundred and ninety-four 
miles. — Sand, for the manufacture of glass, is 
quarried here. The borough contains three 
churches and two hotels. Population, 389. 
Stages run semi-weekly from this station to 
Wells' Tannery, distance thirty miles. 

Mill Creek, one hundred and ninety- 
seven and one-half miles. — Three sand quar- 
ries are worked near this station, employing 
about fifty men, and large quantities of the 
sand are shipped to Pittsburg and other 
glass-manufacturing points in the West. 
South of Mill Creek is a singular topographi- 
cal formation, called Trough Creek valley, 
formed by Sideling hill and Terrace moun- 
tain, which unite at the side of the river in 
a ridge of sufficient elevation to turn the 
course of the streams to the south. After 
flowing several miles, the waters are again 
returned to the north, by uniting with the 
Raystown branch, which empties into the 
main Juniata a short distance above this 
station. The village contains three churches 
and a hotel. Stages run from here to Cass- 
ville tri-weekly, distance fourteen miles; 
also, to Allenville tri-weekly, distance twelve 
miles. 

Huntingdon, two hundred and two and 
one-half miles. — Seat of justice of Hunting- 
don county. This county was established 
by act of 20th September, 1787, out of part 
of Bedford. It lies entirely within the great 
central mountain chains of Pennsylvania, 
and contains within its limits the Tuscarora, 
Shade, Black Log, Jack's, Sideling hill. 
Terrace, AUegripus, Tussey's, Brush, and 
some minor ranges. Among the latter is 
Broad Top, which extends into the counties 
of Bedford and Fulton on the south, and is 
noted for its semi-bituminous coal, now ex- 
tensively mined. Between these moimtains 
and ridges are a corresponding number of 
valleys — some of them of limestone forma- 
tion, and all of them fertile and picturesque. 
The streams are numerous, and in cutting 
their channels have carved the face of nature 
into shapes as striking as they are beautiful. 






It may safely be said that nowhere in the 
State is the scenery more attractive, in its 
variety of ruggedness and picturesqueness, 
than in Huntingdon county. 

In mineral wealth the county has but few 
rivals. Its deposits of iron ore are rich and 
abundant — its coal supply is inexhaustible 
and convenient — its sand, for the manufac- 
ture of glass, covers a wide territory ; and 
altogether it presents advantages for manu- 
factories of a superior order. The facilities 
for the manufacture of iron have long been 
utilized, and their development grows with 
the demands of the country. 

The first settlements in the territory em- 
braced in Huntingdon county were made 
in Aughwick valley, near the present northern 
line of Fulton county, about 1749- These 
settlements were by pioneers from the Cum- 
berland valley, and being in the region 
claimed by the Indians, they were destroyed, 
to satisfy the aborigines, by the proprietary 
government, in 1750. The cabins built 
were burned, and the name of Burnt Cabins 
still perpetuates the scene of destruction. 
But the settlers, though driven out for a 
time, returned to the land of their choice, 
and in 1756 Fort Shirley was built in Augh- 
wick valley, as one of a line of frontier posts. 
The defeat of Braddock caused many dep- 
redations to be committed by the Indians 
on the settlers in the Juniata valley, and 
this fort then became one of consider- 
able importance. It was here that Colonel 
Armstrong concentrated his forces for his 
successful expedition against the Indians at 
Kittanning; and here lived George Croghan, 
a celebrated agent of the proprietaries in 
their intercourse with the Indians. The set- 
tlement is still known by its aboriginal name 
of Aughwick. 

Space will not permit a recapitulation of 
the many dark and bloody scenes which 
marked the efforts of the early pioneers to 
build up homes in the valleys of Hunt- 
ingdon county. Those pioneers v^ere a 
hardy and venturesome race, and no ob- 
stacles which savage hostility could place 
in their way were sufficient to turn .them 
from their determination to make the wil- 
derness blossom and the waste places glad. 
Many of the beautiful scenes which the 
traveler now gazes upon with delight, have 
been crimsoned with the blood of murdered 
men, women, and children ; and many hum- 
ble and happy homes were reduced to the 
ashes of desolation. But the settlers would 



130 



THE PENNSYLVANIA RAILROAD. 



*jiSR'' 







S'H 'jrf% 






. ^--^-^^ 



^i ^-^. 



„^ 



ROCKS NEAR HUNTINGDON. 



not be dismayed, and in time, conquering 
tlie savages, tliey realized the full fruition of 
their hopes. 

At what time the white settlers first came 
to where the town of Huntingdon now 
stands cannot be accurately determined, but 
the site of the town was surveyed by John 
Lukens, surveyor-general of the colony, in 
1756, for a claimant named Crawford, and 
was then called "George Croghan's Im- 
provement." It was a well-known spot, at 
a very early period, to Indian traders and 



pioneers, and had 
been an import- 
ant point to the 
savages from time 
immemorial. 1 1 
was known then, 
and for years after- 
ward, as " Stand- 
ing Stone," from 
the fact that a 
stone column, de- 
scribed by John 
Harris as being 
fourteen feet high 
and six inches 
square, stood on 
the flat, below 
the present town, 
where Stone creek 
enters the Juniata 
river. This flat was 
an Indian corn- 
field at the time 
the first white men 
visited it. How 
long the stone had 
stood there, or 
who first erected 
it, Indian tradi- 
tion failed to tell. 
It was covered 
with rude hiero- 
glyphics, and was 
probably a record 
of the tribe who 
lived near it and 
seemed to con- 
sider it sacred. 
It is asserted by 
some authorities 
that the name 
"Oneida," one 
of the great Six 
Nations, signifies 
in their language 
standing stone, and if this is correct it is 
possible that the column at Huntingdon 
contained, in its rude carvings, more of abo- 
riginal history than the most careful research 
has yet been able to discover. All traces of 
this stone are now gone, and it is believed 
that the Indians carried it off with them 
when they left the valley for the West, at 
the instigation of the French, about 1755. 
Another stone was erected upon the same 
spot, probably after the white settlers had 
arrived, because on it were cut the names of 



HUNTINGDON. 



131 



many white men, — among them that of John 
Lukens and his brother Charles, — and dates 
varying from 176S to 1770. This stone was 
afterwards removed and set up in the town, 
where it stood for many years, until it was 
broken by a drunken vandal. A part of it 
was built in the foundation-wall of a house, 
and another part is now in the possession of 
the Historical Society of Pennsylvania. 

A stockade fort, called Standing Stone, 
was erected on the present site of the town 
in 1762, but was abandoned in the follow- 
ing year, when the settlers fled to Carlisle 
for safety. In 1770 they returned, with 
many others. About 1775 the fort was re- 
built on an enlarged plan, embracing ten 
acres of ground. It was an important post, 
and for a long time the place of refuge, in 
periods of danger, for all the settlers near 
the base of the Allegheny mountains. No 
attempt was ever made by the Indians to 
take it. 

When the Revolutionary war commenced, 
this portion of Bedford county furnished 
three companies to the patriot army. This 
was a large number, when it is considered 
that it lay upon the extreme frontier, and 
was exposed to constant savage incursions. 
Added to this was the deplorable fact that 
many of its inhabitants were tories, — not 
only sympathizing with the cause of King 
George, but actually aiding that cause, so 
far as they could, by open deeds of violence. 
At one time a company of these tories was 
formed to march to Kittanning, join the 
Indians there, and return with them to 
destroy the loyal settlers. When this com- 
pany arrived at their destination, the In- 
dians mistook them for enemies, fired upon 
and killed many of them. The remainder 
precipitately fled. A few returned to their 
homes, where they met with the reception 
they deserved; but most of them departed 
for other regions, sending for their families 
to join them. Their names are now scarcely 
known in the county. 

After the Revolutionary war the county 
improved rapidly. The manufacture of iron 
became a prominent industry, and many 
furnaces were erected. It is said the first 
furnace built in Western Pennsylvania was 
erected within the present limits of this 
county. It was called Bedford Furnace, and 
stood near Fort Shirley, in the Aughwick 
valley. The site is now occupied by the 
town of Orbisonia. At a later period the 
construction of the Pennsylvania canal 



greatly stimulated the trade of the county, 
and from that time its growth in wealtli 
and population has been steady. A large 
portion of the county was severed from 
it in the formation of Blair county, in 1846. 
Population, 31,251. Value of agricultural 
productions, §1,968,703. Number of manu- 
facturing establishments, 324; hands em- 
ployed, 1359; wages paid, ^353,507; capi- 
tal invested, ^2, 087, 052; materials used, 
$1,520,506; value of products, $2,319,152. 
Bituminous coal mines, 7 ; hands employed, 
334; vkfages paid, $175,014; capital invested, 
^251,775; tons mined, 163,693; value, 
$241,953. Iron-ore mines, 16; hands em- 
ployed, 107; wages paid, $33,617; capital 
invested, $61,550; tons mined, 25,822; 
value, $63,965. 

The town of Huntingdon is built upon 
the left bank of the river and occupies an 
elevated position. The scenery around it is 
strikingly beautiful, and has frequently called 
forth tributes of admiration. In every di- 
rection hills and valleys open a perspective 
which the gaze loves to rest upon. The 
buildings generally are of brick, — many of 
the private residences indicating, by their 
surroundings, the refinement and cultivation 
of the inhabitants. About 1777 the town 
was laid out by Rev. Dr. William Smith, 
provost of the University of Pennsylvania, 
who had purchased the land principally em- 
braced within its limits. He named it in 
honor of Selina, countess of Huntingdon, 
who had been a munificent donor to the 
funds of the University. When the county 
was erected, the same name was given to it. 
In 1796 it was incorporated as a borough. 
It contains manufactories of cars, boots and 
shoes, and brooms; two grist-mills, two 
manufactories of carriages, and a number of 
other industries. Merchandising is exten- 
sively carried on. There are in the town 
nine churches, an academy, and three select 
schools, a large public hall, two banks, sev- 
eral fine hotels, and extensive county build- 
ings. Five miles north of the town are the 
"Warm Springs," where there are accom- 
modations for about one hundred guests. 
The waters of these springs are said to be 
beneficial in cutaneous diseases. About four 
miles distant, on the HoUidaysburg turn- 
pike, are the "pulpit rocks," so called from 
their peculiar formation. They are isolated 
columns of sandstone, carved by the action 
of the elements into various shapes. Popu- 
lation, 3034. {Junction of Huntingdon and 



PETERSBURG— 13ARRE— SPRUCE CREEK— UNION FURNACE, ETC. 



133 



Broad Top Railroad, running south to Mount 
Dallas, distance forty-five miles, where it 
unites with the Bedford and Bridgeport 
Railroad to Bedford Springs, eight miles 
further, and to Cumberland, Maryland, dis- 
tance forty-five miles.) 

Petersburg, two hundred and nine miles. 
— Here the railroad leaves the 
Frankstown Branch and follows 
the Little Juniata, — the canal 
being constructed up the first- 
named stream. 
There is a forge at 
this station and 
another in the vi- 
cinity. The town 
contains three 
churches and two 
hotels. Population, 
381. Stages run 
from Petersburg to 
Williamsburg, dis- 
tance fifteen miles, 
and to McAlevy's 
Fort, distance four- 
teen miles. 

Barre, two hun- 
dred and thirteen 
miles. 

Spruce Creek, 
two hundred and 
fifteen miles. — A 
short tunnel is here 
cut through a spur , 
of the mountain — "> 
the approaches to 
which, particularly 
from the east, are 
very picturesque. 
A machine-shop 
and foundry, grist- 
mill, saw-mill, and 
other enterprises, tj 
are located here. 
In the vicinity are 
several furnaces, 
and iron ore ■'■^' 

abounds, which is extensively mined for local 
consumption. The village contains two 
churches and a large hotel. Population, 
about 100. A stage runs daily to and from 
Centerline. 

Union Furnace, two hundred and seven- 
teen miles. 

Birmingham, two hundred and twenty 
miles. — Iron ore is mined near this station. 
The Keystone zinc and lead mines are in 




SINKING SPRING ARCH, NEAR TYRONE. 

the vicinity, but are not now in opera- 
' , tion. The "Arch Spring," a beautiful 
natural curiosity, is in the immediate 
vicinity, being one of the series of won- 
ders which make the Sinking Spring 
valley so remarkable. There are three 
churches in the village and a seminary for 
young ladies. Population, 263. 

Tyrone, two hundred and twenty-three 
miles, is the first station in Blair county. 
It is a creation of the Pennsylvania Rail- 
road, and commenced its career as a town 
in 1849. Its growth was rapid, owing to 
its advantageous location at the mouth of 
Little Bald Eagle creek, which made it the 




SINKING SPRING CAVE, NEAR TYRONE. 



TYRONE. 



135 



shipping-point for a large portion of the trade 
of Clearfield and Centre counties. This 
growth was still further stimulated by the 
construction of the Bald Eagle Valley and 
the Tyrone and Clearfield Railroads; and 
now the station is one of the most important 
between Pittsburg and Philadelphia. The 
town was named after the Tyrone Iron 
Works, located about one mile east of it. 

Previous to and during the Revolutionary 
war, Captain Logan, (not the Mingo chief, ) 
a noted Indian, had his cabin at a large 
spring now within the limits of Tyrone. He 
had been a chief of a band of warriors — prob- 
ably Deiawares — on the Susquehanna, and 
in an engagement with a hostile tribe unfor- 
tunately had an eye shot out by an arrow. 
This disfigurement wa.s considered by the 
Indians a disgrace, and he was deposed from 
his chieftainship. He then came with his 
family to the Juniata valley. His friendship 
for the whites was sincere, and he rendered 
them manv and important services. After 
the Revolution he was deprived of his lands, 
where Tyrone now stands, by some white 
men, who purchased them in due form, — a 
proceeding the Indian, in his ignorance, had 
omitted. He removed to the Indian town 
of Chinklacamoose, (where Clearfield now 
stands,) and died there, one of the very last 
representatives of his race in the Juniata 
valley. 

Some three miles east of Tyrone is a val- 
ley which, for beauty of scenery, historic 
interest, and natural curiosities, deserves to 
take rank among the most interesting places 
in the United States. This is Sinking val- 
ley, formed by a rugged chain of mountains 
on the east, called Canoe ridge, and by Bald 
Eagle mountain on the west. It is exten- 
sive and fertile, containing many highly-im- 
proved farms, mills, iron works, and an 
intelligent population. 

This valley was settled as early as 1760; 
but two years previous to that time the ex- 
. istence of lead in it was known to the 
French, who then held the western portion 
of Pennsylvania, and were probably piloted 
into it by Indians, who knew of the min- 
eral existing there. The settlers were 
acquainted with these galena deposits in 
1763; and the proprietary family — with that 
prudence which induced them to preserve as 
private property the portions of the province 
promising to be most valuable — -reserved 
this valley as a manor, and it was surveyed 
for them by George Woods, of Bedford, pre- 



vious to the Revolutionary war. This reser- 
vation was made by the Penns because of its 
presumed mineral wealth; and they had 
reason for their belief in the fact that, when 
the first white settlers went there, they found 
the remains of an irregular trench, extending 
fully six miles, which, it was presumed, had 
been opened by the French in search of 
something richer, even, than lead. But 
whatever other metals may have been found 
by these early miners, it was lead that 
brought the valley prominently into historic 
notice. This was first 'done by Major-Gen- 
eral Armstrong, who addressed a letter, 
dated February 23d, 177S, to President 
Wharton, of Pennsylvania, calling attention 
to the fact that a supply of lead might be 
procured here for the Revolutionary army. 
The mines were then being worked, on a 
small scale, by private individuals. General 
Armstrong's suggestion was promptly acted 
upon by the Council of Pennsylvania, and 
Gen. Daniel Roberdeau, then a member 
of Congress, was authorized and directed 
to take a sufficient force of men to put the 
mines in successful and extensive operation. 
He proceeded to the performance of these 
duties without delay ; and a number of his 
letters to the council, relating to the mines, 
are preserved in the colonial records. A 
fort, named in honor of the general, wa.s 
built; skilled miners were engaged, supplies 
procured, and work went vigorously on. The 
ore from the mines was smelted and run into 
crude masses, which were taken down the 
Juniata and Susquehanna rivers in boats, to 
Middletown, where it was refined and pre- 
pared for use. How much was procured 
cannot be ascertained, but certainly con- 
siderable quantities, judging from requisi- 
tions and other references to the subject in 
the records. The mines were worked by the 
Government until the fall of 1779, when they 
were turned over to private individuals, — 
the authorities having, in the meantime, 
been relieved of all apprehensions as to a 
sufficiency of lead for the army by large 
receipts from abroad, facilitated by the 
alliance with France. During the year and 
a half of operations carried on in Sinking 
valley by the Government, a garrison wa.s 
regularly maintained at the fort, which 
was mounted with two pieces of artillery. 
The miners who took the works from the 
Government soon abandoned them, and 
they have never been successfully operated 
since. At different times they have been 




FOREST SCENE. ALI.F.r.HENIES. 



TIPTON— FOSTORIA— BELL'S MILLS. 



137 



started, and in 1852 a company was formed 
in New York, called the "Sinking Valley 
Lead Mining Company," which promised 
great things ; but in a short time its bubble 
of prosperity burst, and the hopes of its 
stockholders vanished into air. 

In the early part of the present century, 
the belief was general among settlers in and 
near the valley that silver in large quantities 
had been secreted there. How or where 
this silver was procured was not so clear, 
or why it should be buried in the valley 
could not very satisfactorily be explained; 
but the belief was strong enough to cause 
many searches and much labor. Trenches 
and holes were dug in all directions, and 
not more zealously was Kidd's treasure sought 
along the Atlantic coast than was this in the 
historic valley. One man, at least, is credited 
by early chronicles with having found a 
quantity of silver bullion sufficient to make 
him wealthy. There was some ground for 
the belief in the existence of silver here, 
because lead ore is rarely, if ever, free from 
traces of the more precious metal ; but why 
the lead should be taken away and the silver 
buried is a rather puzzling question. 

The great natural curiosity of this valley 
is Sinking creek, from which it takes its 
name. This creek emerges from the Arch 
Spring, and then proceeds to lose itself, 
again and again, as it flows onward. Some 
of the pits through which the creek is visi- 
ble are several hundreds of feet in depth. 
Many of these openings are seen along the 
sunken stream, which at length appears upon 
the surface for a short distance. It then 
enters a large cave, through which it flows 
in a channel about twenty feet wide for a 
distance of more than three hundred yards, 
when the cave widens, the creek turns, and 
is plunged into a cavern where the waters 
are whirled and churned with terrific force. 
Sticks and large pieces of timber are imme- 
diately carried out of sight, but where they 
go has never been ascertained, — no outlet 
for the waters having been discovered. 

A stream flowing through the town of 
Tyrone has characteristics somewhat similar 
to this Sinking creek — disappearing and 
again reappearing as it flows onward. Doubt- 
less these singularities are owing to some 
peculiar geological formation, as they are 
again repeated in Fishing creek, Centre 
county, some forty miles north-east of 
Tyrone. 

A few miles from the Arch Spring is 



a narrow pass, in Tussey's mountain, which, 
for the distance of a mile, is cut, like a 
western canon, through huge rocks rising 
almost perpendicularly on both sides of it to 
a considerable height. The early settlers 
named the pass Water Street, and by this 
title it is often mentioned in the records of 
colonial times. 

These, and many other curiosities that 
might be enumerated, added to the historical 
interest of the region, cannot but make it 
interesting to the patriot and the admirer of 
nature's wonders. In addition to the attrac- 
tions of the valley, giant mountains are all 
around, and from some of their summits 
the views are limited only by the power of 
vision. 

Among the industries carried on at Tyrone 
are two forges, a steam-tannery, and three 
planing-mills. The business of merchandis- 
ing is extensive. The town contains eight 
churches, two banks, two public halls, and 
several good hotels. Population, 1840. A 
semi-weekly stage runs between this station 
and Janesville, distance twenty-five miles. 
(Junction of Tyrone and Clearfield Railroad, 
running through the bituminous coal-fields 
and lumber regions of Clearfield and Cen- 
tre counties to Curwensville, distance forty- 
seven miles; of the Bald Eagle Valley Rail- 
road, running to the city of Lock Haven, 
distance fifty-five miles, where connection is 
made with the Philadelphia and Erie Rail- 
road; and of the Lewisburg, Centre and 
Spruce Creek Railroad, — now in course of 
construction, — running to Lewisburg, also 
on the Philadelphia and Krie Railroad. ) 

Tipton, two hundred and twenty-six miles, 
contains three churches, and a population of 
about 300. 

FosTORiA, two hundred and twenty-nine 
miles, contains two churches, and a popula- 
tion of about 250. 

Bell's Mills, two hundred and thirty 
miles. — The Bell's Gap (narrow-gauge) Rail- 
road intersects at this station. This road 
runs to an extensive and valuable coal-field 
in the Allegheny mountains, and is car- 
ried through some rugged scenery by 
engineering skill of the most daring kind, 
at a grade of one hundred and seventy feet 
to the mile. Hematite, carboniferous, and 
fossil iron ores are found in the vicinity. 
A furnace, a forge, two steam and three 
water power saw-mills, a flour-mill, a tan- 
yard, a foundry, and two woolen factories 
are located here. The settlement contains 



138 



THE PENNSYLVANIA RAILROAD. 




^'>€^..^\ 3-^^'" 









five churches and an academy. Population 
dependent on station, about 2400. 

Altoona, two hundred and thirty-seven 
miles. — A city in Blair county, and the 
location of the principal workshops of the 
Pennsylvania Railroad Company, is the crea- 
tion of that enterprise, — owing not only its 
existence but its remarkable growth and pros- 
perity to the business the road has concen- 
trated here. Its name is derived from alto, 
meaning high or elevated, and its position at 
the base of the main Alleghenies, eleven hun- 
dred and sixty-eight feet above tide-water, 
justifies the title. The site of the city was 
selected in 1849, by the officers of the rail- 
road company, as the most advantageous 
location for their principal shops. At that 
time the Logan, orTuckahoe, valley, extend- 



ing from Tyrone to Altoona, was little more 
than a wilderness. A few farms only had 
been cleared, and these were by no means 
valuable in an agricultural sense. The min- 
eral wealth of the region was undeveloped, 
and manufactories were comparatively un- 
known. When the decision of the company 
as to the location of their shops was arrived 
at, the ground now occupied by the city was 
owned by three farmers, and the centre one 
of these farms was fixed upon for the build- 
ings. This was purchased for the sum of 
ten thousand dollars, and fifteen acres do- 
nated by the purchaser to the company. The 
town plot was laid out upon it, and improve- 
ments at once commenced. As soon as it 
became publicly known that the railroad 
company was about to build its shops here, 



ALTOONA. 



139 



the owners of the adjoining farms com- 
menced to lay out and sell lots. Differences 
and difficulties arose between the proprietors 
of the embryo city, and, as a consequence, the 
streets were not made regular or straight, — 
unsightly offsets and sharp turns being the 
result now of the want of harmony then. 
The central portion of the town was named 
Altoona at the time of its foundation, while 
the eastern portion was called Greensburg, 
and the western extension Loudensville. 
These distinctive names were continued 
until 1867, when the city charter was ob- 
tained, and all were merged in one munici- 
pality and title. 

When the railroad company commenced 
its improvements here, the old Portage Road, 
with its inclined plane, was used to unite the 
eastern and western divisions, and the cars 
ran to the "Mountain House," near Hol- 
lidaysburg, where connection was made 
with the State road over the mountain. The 
recollection of those times is vivid in the 
minds of many who were then connected 
•with, or traveled over, the line. The crowd 
and bustle attendant upon the arrival of 
every train — the change to the cars which 
stood ready for the mountain passage — the 
immense locomotives provided by the State 
to draw the trains to the foot of "Plane 
10" — the anxious pause there while the 
clanking of chains indicated to the passen- 
gers that their car was being attached to the 
wire rope which was to draw it up the steep 
ascent — the halt at the top of the plane 
while this attachment was severed, and 
horses or a locomotive hitched on to draw 
it to the next ascent — the repetition of all 
this until the summit was reached, and the 
descent by the same process was commenced 
and continued, until, at the foot of "Plane 
4," the train was made up again and went 
on its way to Pittsburg — can never be for- 
gotten by those who participated in the 
passage; and if, as not unfrequently hap- 
pened, a tedious delay had to be endured 
on the mountain, caused by derangements 
of machinery, by accidents, or by the storms 
which, in winter, often howled through the 
wilderness — the remembrance will be all the 
more vivid. This means of crossing the 
mountain was used until 1854, when the 
great tunnel was finished, and the trains 
then continued on from Altoona without 
interruption. The well-known Mountain 
House was sold and removed to Cresson, 
where it was set up again and became a 



principal building at that popular summer 
resort. 

Even Rome, if history is to be credited, 
was at one time an unattractive place, and 
it is no aspersion upon Altoona to say that, 
when it first became a town, it was not the 
most lovely place of residence on the conti- 
nent. Swamps, marshes, and ponds com- 
posed a large portion of its surface, and its 
streets abounded in mud of the most tena- 
cious kind. For years after the railroad 
shops were put in operation, it was found 
difficult to keep workmen here. Aside 
from the liberal wages paid, the place had 
no attractions. Churches, schools, places 
of amusement, and the hundred other con- 
veniences essential to humanity, all had to 
be built up. But progress was the watch- 
word. Individuals became inspired by the 
energy of the company, and the natural con- 
sequence was that Altoona assumed an aspect 
of comfort and thrift in a period of time 
that would do credit to the wonderful cities 
of the West. 

On the 6th of February, 1854, Altoona 
was incorporated as a borough, and about 
the same time the "Logan House," one of 
the finest hotels in the United States, was 
opened by the railroad company to accom- 
modate the immense travel over its line. 
This house has become the model for many 
similar institutions in all parts of the coun- 
try. The year preceding this, churches 
were erected and a bank established. In 
1855 a newspaper was published, and on 
the 15th of December, 1859, gas and water 
were introduced. Thus progressing, the 
town threw off its uncomfortable aspect of 
newness, and became in reality a city. 

The Pennsylvania Railroad Company has, 
from the first, displayed a commendable 
spirit of liberality toward this city of its 
creation. Its management has been unre- 
mitting in endeavors to make the work- 
men comfortable and contented, knowing 
that the best skilled labor can only in 
this way be secured and held. It main- 
tains a school for children, which is kept 
open at all times. It purchased the first 
steam fire-engine for the town. It took the 
initiative in introducing a supply of water, 
and it largely contributed to the establish- 
ment of the mechanics' library and reading- 
room, — some of its officers making liberal 
donations of books, and the company fur- 
nishing, free of charge, a handsomely-ap- 
pointed room for the use of the association. 



KITTANNING POINT. 



141 



Immediately in front of the Logan House 
is an open station, built entirely of iron, 
elaborately ornamented, and paved with slate 
flagging, under which all passenger trains 
over the road stop. From the veranda of 
the hotel a view is had of this entire sta- 
tion, and probably at no other place in 
America can such an immense amount of 
railroad travel and traffic be seen. At 
almost every hour of the day and night 
trains are arriving and departing, carrying 
passengers from all parts of the country, 
and thousands of tons of freight go rushing 
by to the marts of trade and commerce. 
The clang of the engine-bell never ceases; 
and, to the man unfamiliar with the science 
of railroading, inextricable confusion would 
seem to exist. But so far from this being 
the case, the most perfect system prevails, 
and the immense business of the road is 
transacted with precision and regularity. 

The scenery in the vicinity partakes of 
the ruggedness of the mountains, and in 
some instances approaches to grandeur. 
From "Prospect Hill," on the south, and 
"Gospel Hill," on the north, within the 
corporate limits, varied panoramas of city and 
country, mountain and valley, are presented ; 
while from a spur of the Alleghenies, about 
six miles distant, called " VVapsononoc," 
one of the most extended views in Pennsyl- 
vania, embracing the entire valley of the 
Juniata, is obtained. 

One hundred and twenty-two acres of 
ground are occupied, for business purposes, 
in the city of Altoona, by the Pennsylvania 
Railroad Company. On this are erected, 
in addition to the "Logan House," the 
passenger station, freight warehouse, offices 
of the general superintendent, the superin- 
tendent of motive power, the superintendent 
of transportation, with their appurtenances, 
and tlie following buildings : — Three engine- 
houses, iron and brass foundry, machine- 
shops, boiler-shop, paint-.shops, black.smith- 
shops, coaling-platform, freight-car works, 
pa.ssenger-car shop, planing-mill, tin and 
cabinet shop, upholstery-shop, storehouses, 
fire-engine house, lumber-drier, and other 
structures, having an aggregate frontage of 
fully two miles. These buildings are of 
brick, substantially constructed on the most 
approved plans, and the tools and machinery 
used in them are the best that can be pro- 
cured. As a consequence, the work pro- 
duced is of the highest standard, and is 
turned out at the minimum of cost. 



Altoona is surrounded by iron manufac- 
turing establishments and other productive 
industries. The town itself contains, in 
addition to the company's shops, the car- 
works of the Altoona Manufacturing Com- 
pany, two planing-mills, and two flour-mills. 
It has eleven churches, an opera-house, 
three commodious hotels, (exclusive of the 
Logan House,) and four banking institu- 
tions. Its public-school buildings are large, 
accommodating about eighteen hundred 
pupils, and it has several private schools. 
Two daily and three weekly papers are pub- 
lished. Population, io,6io. (Junction of 
Hollidaysburg, Morrison's Cove, Newry, 
Williamsburg, and Springfield Branch Rail- 
roads. ) 

KiTTANNiNG PoiNT, two hundred and 
forty-two miles. — On leaving Altoona the 
traveler will observe, by the steady move- 
ment of the train, that it is feeling the 
power of the locomotive; and he need 
scarcely be told that the strength of the 
iron-horse is drawing it up a grade of over 
ninety feet to the mile. But the progress is 
smooth and wonderfully regular, — not a jar 
or a jolt is felt — not a rattle of loose 
machinery is heard. The valley beside him 
appears to be sinking, and the perspective 
widens, while to the front new mountains 
spring, as if by magic, into view. The 
gorge continues to deepen as the train 
ascends, until the tops of the tallest trees 
are far below, and the few cottages visible 
seem lost in an impenetrable chasm. At 
Kittanning Point the road is carried around 
a curve which is a wonder of engineering 
skill. The valley it has followed for six miles 
here separates into two chasms, neither of 
which can be made available for further 
progress. Another opening into the giant 
barriers must be gained, and engineering 
science proved equal to the task of reaching 
it. By a grand horseshoe-shaped curve, 
the sides of which are parallel with each 
other, — giving trains traveling the same way 
the appearance of moving in entirely dif- 
erent directions, — the road crosses both 
ravines on a high embankment, cuts away 
the point of the mountain dividing them, 
sweeps around the stupendous western wall, 
and leads away to a more tractable pa.ss. 
The little dancing rivulet seen in the valley, 
as the train rolls across it, is the stream 
from which Altoona derives its supply of 
water. Reaching the new pass, the road 
continues its steady ascent through the very 



BENNINGTON FURNACE— TUNNEL— GALLITZIN. 



143 



heart of the great dividing range of a con- 
tinent. At Allegrippus — a station possess- 
ing an Indian name often repeated in the 
surrounding country, where the bold scenery 
has called forth the enthusiasm and taxed 
the skill of many artists — the majesty of 
the mountains seems to culminate. Gazing 
to the east, range after range rises into 
view, until at last they fade away in the 
azure of the horizon. No limit but the 
power of vision bounds the prospect. Iso- 
lated farms and fields are seen, looking as if 
they had wandered away from civilization 
and been lost in the wilderness. Gradually, 
now, the valleys seem to rise, and as gradu- 
ally the mountains sink, until the whole 
assumes the appearance of a rugged plane, 
where industry has found a place for 
furnaces, mills, and mines, and over which 
many homes are dotted. A shrill scream 
bursts from the engine, and in a moment 
more the darkness of the great tunnel 
enshrouds all. The victory has been gained, 
— the barrier is overcome, — and the iron- 
horse is dashing over the summit, more 
than two thousand feet above the tide-line 
of the Atlantic. The little rivulet, which 
the light at the western end of the tunnel 
shows beside the road, is an infantile tribu- 
tary of the Conemaugh. It is dancing on 
to the Ohio, and will find its outlet, through 
the Mississippi, in the Gulf of Mexico; 
while the one left behind, at the other end, 
will dash on, with many a miniature cataract, 
into the Juniata, through that into the Sus- 
quehanna, and will reach its destination in 
the Chesapeake bay. Kittanning Point is 
so named from the great Indian path or 
trail, between Kittanning and the valley of 
the Delaware, which crossed the mountain 
through this gorge. Coal is extensively 
mined near this station, two branch rail- 
roads, each two miles in length, running 
up the ravines to the mines. Population, 
about 150. 

Bennington Furnace, two hundred and 
forty-seven miles. — A furnace is in operation 
here, employing fifty hands. Seven coal- 
mines are worked, producing one hundred 
thousand tons annually for shipment, and 
giving employment to two hundred and 
fifty men. Coke-burning is also extensively 
carried on. The settlement contains two 
churches, and a population of about 600. 

Tunnel, two hundred and forty-eight 
miles. — This great work is three thousand 
six hundred and twelve feet in length, and 



the height of the earth above it is two hun- 
dred and ten feet. It is securely arched 
throughout. The highest point on the 
Pennsylvania Railroad is at its western end, 
where the elevation above tide-water is 
twenty-one hundred and sixty-one feet. 

Gallitzin, two hundred and forty-eight 
and one-half miles. — First station in Cam- 
bria county. Cambria was formed by act 
of March 26th, 1804, out of parts of Somer- 
set and Huntingdon. The county occupies 
one of the most elevated positions in the 
State, and lies on the western declivity of 
the Allegheny mountains. Its surface is 
rugged and broken, and the soil cold, 
adapted for grazing and the growing of oats, 
rye, and potatoes. The west branch of the 
Susquehanna river rises in this county, and, 
breaking through the Allegheny mountains 
in Clearfield, flows into the Atlantic ocean. 
Tributary to this are Clearfield and Chest 
creek, which also have their sources in Cam- 
bria. These streams furnish facilities for 
rafting out the lumber growing along them, 
and have contributed much to the wealth 
of the county. All the other streams rising 
in its limits flow into the western rivers. 
Coal and iron ore underlie a large portion 
of its surface, and are extensively mined. 

Near the north line of the county there is 
said to be an ancient fortification, — probably 
an outwork of the mound-builders of the 
Mississippi valley. The embankments are 
represented to have been, some forty years 
ago, four or five feet high and overgrown 
with large trees. There were open clearings, 
similar to prairies, not far from these fortifi- 
cations, which probably gave the name to 
the adjoining county of Clearfield. 

The first settlements were made in Cam- 
bria about 1789. Previous to that time it 
was an unbroken wilderness, — none of the 
pioneers who had pushed their way up the 
Juniata valley having ventured into the wilds 
of the Alleghenies. The settlers who came 
in at the time named located where the town 
of Loretto now stands, and some of their 
descendants still live there. They were 
principally Irish, and, with the courage pecu- 
liar to that race, unflinchingly encountered 
the hardships and dangers of the unpromising 
region, — subduing the wilderness as well as 
its hostile inhabitants, and making for them- 
selves and their posterity comfortable and 
enduring homes. Some six years afterwards 
a colony of Welsh settled in the vicinity of 
Ebensburg. They first laid out a town, 





^^k^^'J"^^^^^^^ 



^JT\^ 



SCENE AT ATIKGRIPPUS. 



GALLITZIN. 



145 







which they called Beulah, about two miles 
south-west of Ebensburg, and this was at 
first designed to be the county seat; but the 
neighboring settlement of Ebensburg having 
been designated as such by an act of the 
legislature of 1805, Beulah was abandoned 
by its inhabitants and fell into ruin. It is 
now almost overgrown by forest trees, — 
broken chimneys and rotting logs, with here 
and there a fruit tree struggling to maintain 
the evidence of civilization in the encroach- 
ing wilderness, are all that is left to mark 
the industry of those who built it three- 
quarters of a century ago. 

The construction of the public works by 
the State gave a wonderful impetus to the 
business of Cambria county, and developed 
a race of men who, for intellectual and busi- 
ness energy, were marvels in their day. 
Millions of dollars were expended in build- 
ing and maintaining the railroads over the 
mountain, and fortunes were rapidly accu- 
mulated. But the Allegheny is now com- 
pletely conquered, and the tide of travel 
and trade is carried over it with as much 
facility as it passes through the valleys on 
either side, — no pause being made to pay 
tribute to the barrier that once was so ter- 
rible. Population, 36,569. Value of agri- 
cultural productions, Ji, 140, 417. Number 



of manufacturing establishments, 373; hands 
employed, 3,464; wages paid, $1,501,208; 
capital invested, $2,377,072 ; materials used, 
$6,201,631; value of products, $8,641,813. 
Bituminous coal-mines, 3 ; hands employed, 
527; wages paid, §287,887; capital invested, 
$161,500; tons mined, 244,298; value, 
$307,057. Iron-ore mines, i; hands em- 
ployed, 521; wages paid, $340,762; capital 
invested, $250,000; tons mined, 104,598; 
value, $367,623. 

The town of Gallitzin is named after 
Prince Gallitzin, who settled in this county, 
at Loretto, in 1789. He was born in Mun- 
ster, Germany; his father, Prince Gallit- 
zin, ranking among the highest nobility of 
Russia, and his mother being the daughter 
of Field-Marshal de Schmeltan, an officer 
under Frederick the Great, of Prussia. The 
subject of this notice held a commission in 
the Russian army from his birth. Europe, 
in the early part of his life, was desolated 
by war, (the French revolution having burst 
like a volcano upon that continent,) and as 
it afforded no facilities for travel, — consid- 
ered necessary to the education of young 
men of family, — it was determined that he 
should visit America. He landed in Balti- 
more in 17S2. His mind, soon after, was 
impressed with the obligations of religion, 



CRESSON— LILLY'S— SONMAN— PORTAGE— WILMORE, ETC. 



147 



and he renounced forever his brilliant pros- 
pects, pursued a course of ecclesiastical 
studies under Bishop Carroll, and entered 
the Catholic priesthood. In the year 1789 
he directed his course to the Allegheny 
mountains, and took up his residence in 
the settlement of Loretto. Here, after 
incredible labor and hardship, he founded 
a prosperous colony, established schools, 
churches, and religious houses, and created 
an influential centre for the religion he 
so much loved. His princely fortune was 
expended on his colony, and he labored 
with a zeal and industry that knew neither 
abatement nor rest. He wrote several reli- 
gious works, and his "Defense of Catholic 
Principles" gained celebrity in Europe and 
America. After a pastoral career of forty- 
two years he died at his post, on the 6th of 
May, 1840, and he sleeps the sleep of the 
righteous in the midst of the religious colony 
he founded and created. 

Coal is extensively mined near this sta- 
tion, — the production amounting to about 
two hundred thousand tons annually. The 
settlement contains two churches and a hotel. 
Population about 1000. 

Cresson, two hundred and fifty-two 
miles. — This is a very popular summer re- 
sort, presenting accommodations and attrac- 
tions of a superior order. The buildings 
are extensive, well constructed, and provided 
with every accessory of comfort, and the 
grounds are spacious and highly ornamented. 
Owing to the altitude of the place — some 
two thousand feet above the ocean level — 
constant breezes are felt in the warmest 
days of midsummer. Springs of medicinal 
waters burst from the mountain in the imme- 
diate vicinity, and pleasant drives lead away 
through the almost unbroken forests of hem- 
lock, beech, and maple, with their dense 
undergrowth of rhododendron. Dr. R. M. 
S. Jackson, a gentleman well known through- 
out the country for his scholastic and 
scientific attainments, first called public 
attention to the healing and invigorating 
properties of this mountain atmosphere, and 
spent years of labor and a wealth of energy 
in building up here "a grand sanitarium, 
where the mentally and physically diseased 
dwellers in those moral excrescences on the 
body politic — great cities — could come and 
be cured by the action of God's jnire air 
and water." He died at the hospital on 
Lookout mountain, Tennessee, while in the 
service of the United States as a surgeon. 



near the close of the late rebellion ; but his 
dream was then realized, and the place he 
founded still flourishes. About one hundred 
thousand tons of coal are mined near here 
for shipment. Two lines of stages run daily 
between Cresson and Loretto, distance five 
miles. (Junction of Ebensburg and Cresson 
Railroad, running to Ebensburg, county seat 
of Cambria county, distance eleven miles.) 

Lilly's, two hundred and fifty-five miles. 

SoNM.-iN, two hundred and fifty-eight 
miles. — Large deposits of coal exist here, 
and mining is actively carried on, — the pro- 
duction for shipment averaging seventy-five 
thousand tons per annum. Two steam saw- 
mills are near this station. Population about 
300. 

Porta(;e, two hundred and fifty-nine 
miles. — Lumbering, in its various branches, 
is the principal business here. Coal is mined 
extensively. The settlement contains several 
churches and a population of about 300. 

WiLMORE, two hundred and sixty-two 
miles, contains a grist-mill,, several steam 
and water power saw-mills, and does an 
extensive business in merchandising and the 
manufacturing trades. The station is an out- 
let for a large portion of Cambria county. 
There are four churches and several hotels 
in the town. Population, 393. 

SuMMERHiLL, two hundred and sixty-four 
miles. — The business here is principally lum- 
bering. A grist-mill is in operation, and 
merchandising is actively carried on. Coal 
of good quality exists here. Population 
about 200. 

South Fork, two hundred and sixty-six 
miles. — Coal is mined here to the amount 
of fifty thousand tons annually. Population 
about 200. 

Viaduct, two hundred and sixty-eight 
miles. 

Mineral Point, two hundred and sixty- 
nine miles. — About three thousand tons of 
fire-clay are mined at and shipped from this 
station. Coal exists in the vicinity. Popu- 
lation about 120. Near this station the 
railroad crosses the Conemaugh by a stone 
viaduct of eighty feet span. The scenery 
of the western slope now begins to lose its 
lameness, and numerous beautiful vistas are 
opened on both sides of the road. 

Conemaugh, two hundred and seventy- 
three miles. — This station may properly be 
considered as at the base of the western 
slope of the Allegheny mountain. It is here 
that all trains are inspected before they 



148 



THE PENNSYLVANIA RAILROAD. 



*!* 



' i' 



;|; 




commence the passage of 
the barrier from the west, 
and after they have over- 
come it from the east they 
undergo a similar exami- 
nation. Large repair 
shops of the company are 
located here, and in the 
various duties centred at 
this station a number of 
railroad employes are en- 
gaged. Conemaugh was 
an important point on the 
old main line of State 
works. The town may 
now be considered a sub- 
urb of Johnstown, — the 
most prominent industries 
of the place — an iron fur- 
nace and the mining of 
coal — being carried on by 
the Cambria Iron Com- 
pany. Population, 2336; 
Franklin, an adjoining 
borough, 426; East Cone- 
maugh, 381. 
Johnstown, two hundred and 
seventy-six miles, is an important 
and improving borough, occupy- 
ing a beautiful situation at the 
junction of Stony creek and the 
Conemaugh river. It is com- 
pletely surrounded by mountains 
and hills that, from the manner in 
which they are broken and carved 
b)' streams flowing through them, 
resent scenes of unsurpassed pic- 
turesqueness. From some of these 
hills extended views, combining 
nature's beauties and the wonders 
of industry, can be obtained. 

Johnstown was settled about 
1 79 1, by a German named Joseph 
Johns, from whom the place de- 
rives its name. It occupies the 
site of an Indian town, called 
Kickenapawling, and when the 
white men settled here was the 
head of the primitive navigation 
on the Conemaugh. All the trade 
to the West was transported from 
tliis place on arks or flat-boats, 
which floated down the Cone- 
maugh and into the Allegheny 
river, then called the Ohio. On 
the eastern side of the mountain 
the Juniata furnished the highway. 



JOHNSTOWN. 



149 



^^4a,j.* 




CONF.MAUGH VIADt'CT. 



and these two streams were united by a 
portage over the Allegheny, — at first con- 
sisting of the Kittanning trail, then of the 
old Frankstown road, then of a turnpike, 
and at last of a railroad. The labor, the 
energy, the skill, and the capital expended 
in facilitating transportation between the 
Juniata and the Conemaugh would be inter- 
esting subjects for detailed investigation. 

The country around Johnstown is wonder- 
fully rich in minerals, — coal, iron, fire-clay, 
and cement being found in abundance. The 
development of these resources has caused 
the rapid growth of the town, and the 
erection of the largest iron works in America. 
These are the property of the Cambria Iron 



Company, engaged principally in the manu- 
facture of steel and iron rails. Its works 
cover a large area and are constructed in 
the best manner. In addition to the opera- 
tions of this company in Johnstown, it has 
extensive coal and iron mines in Cambria 
and the adjoining counties, and employs 
altogether over four thousand men. Among 
the other industries of the place are steam- 
tanneries, woolen-mills, fire-brick works, 
and shook factories. Merchandising and 
the mechanical trades are in a flourishing 
condition. The town contains four national 
and private banks, a number of handsome 
church edifices, a public library, good pri- 
vate and public schools, an opera-house, a 



SHERIDAN— SANG HOLLOW— CONEMAUGH FURNACE, ETC. 



151 







;am; ikili.ow, on the conf,mai:gh. 



large public hall, and a number of good 
hotels. It is lighted with gas, and supplied 
with water by works erected for the pur- 
pose. Population, 6028. Stage lines run 
daily to Somerset, distance twenty-eight 
miles; also, to Berlin, tri-weekly, distance 
thirty miles. 

Sheridan, two hundred and seventy-eight 
miles. — The manufacture of fire-brick is ex- 
tensively carried on here by the Cambria 
Iron Company. 

Sang Hollow, two hundred and eighty 
miles. — Immediately surrounding this sta- 
tion the scenery is picturesque and beautiful. 
Added to thegrandeur of the mountains is the 
dense vegetation of the river valley, giving 
almost a tropical luxuriance to the view. 

CoNEMAUGH Furnace, two hundred and 
eighty-three miles. — First station in West- 
moreland county. The old furnace, with its 
surroundings, falling into decay and cov- 
ered with the foliage which nature lavishly 
furnishes to cover the tracks of time, makes 
a ])icture pleasing to artistic taste. 

Nineveh, two hundred and eighty-five 
miles. — Near this station there is a deposit 
of bog-iron ore, covering thirty acres, and 



supposed to be at least thirty feet deep. 
Coal is worked in the vicinity for local use. 
The town contains two planing-mills, a grist- 
mill, two saw-mills, two churches, a public 
hall, and a hotel. Population about 200. 

Florence, two hundred and eighty-nine 
miles, is in the midst of a picturesque coun- 
try, rich in minerals, and moderately fertile. 
It has been entirely built up by the railroad. 
Population, 333. 

Houston's, two hundred and ninety-one 
miles. 

LocKPORT, two hundred and ninety-four 
miles. — Works are in operation here for the 
manufacture of fire-brick and gas-retorts, 
employing about fifty hands. Coal is 
mined in the vicinity for home consump- 
tion. At this point the western division of 
the Pennsylvania canal crossed the Cone- 
maugh on a beautiful cut-stone aqueduct, 
plainly seen from the railroad, standing as 
a monument to the enterprise of the past — 
the canal itself being abandoned. Popula- 
tion about 150. 

Bolivar, two hundred and ninety-five 
miles. — The business of this station is the 
manufacture of fire-brick, about one hundred 



BLAIRSVILLE INTERSECTION— HILLSIDE. 



153 



men being engaged in the work. Twenty 
thousand tons of clay are worked up here 
annually, and some two thousand tons 
shipped. Coal exists in unlimited quan- 
tity and of excellent quality. The town 
contains several churches, a public hall, two 
hotels, and a population of 298. Immedi- 
ately after leaving this station the road enters 
the celebrated "Pack-saddle" Narrows of 
the Conemaugh. The scenery here is un- 
surpassed. Winding through the mountain 
ranges, with the sparkling river below and 
the wooded heights above, the gaze takes 
in picture after picture of nature's beauty. 
In the autumn, when the leaves have taken 
on the bright tints which, like the song of 
the swan, presage their death, the whole land- 
scape is a panorama of gorgeous loveliness. 

Blairsville Intersection, three hundred 
miles. — At this point the railroad emerges 
from the mountain ranges of Pennsylvania, 
which it entered at Rockville, where the 
great bridge carries it across the Susque- 
hanna river, and through which it has run 
for a distance of one hundred and ninety 
miles. The country around this station is 
beautiful and well cultivated. Fire-clay and 
iron ore exist, but have not yet been brought 
into use. Two miles from the intersection, 
on the Western Pennsylvania Railroad, are 
the Isabella Coke Works, employing two 
hundred men. These works are on the banks 
of the Conemaugh, and, when their long 
lines of fire are seen through the shades of 
night, present a beautiful appearance. Popu- 
lation about 200. (Junction of Western 
Pennsylvania Railroad, running to Alle- 
gheny City. This road is virtually a stem 
of the Pennsylvania Railroad, and furnishes 
a third track, with its attendant facilities, 
from its terminus at Pittsburg, along the Alle- 
gheny and Conemaugh rivers. A branch from 
Blairsville runs to Indiana, the county seat of 
Indiana county, distance nineteen miles. ) 

Hillside, three hundred and four miles. 
— A rural station, surrounded by a rich agri- 
cultural region, underlaid with coal. Near 
this station, in Chestnut ridge, is the "Great 
Bear Cave," a natural curiosity which at- 
tracts many visitors. Some of its peculiari- 
ties and wonders are thus described by one 
of a party of excursionists who penetrated its 
devious ways and mysterious chambers:— 
"Leaving the cars at Hillside, we set out on 
foot for the cave. After a brisk walk of 
about a quarter of an hour along a country 
road which penetrated the foot-hills of the 



ridge, we struck out into a cow-path. This 
led us rather tortuously up the side of the 
mountain, over primitive boulders heaped 
together in the strangest confusion, across 
little mountain trout-streams, rippling over 
moss-covered rocks, and trickling in diminu- 
tive cataracts into gorges where the sun never 
penetrates. We finally reached the summit 
of one of the lower hills. In front of us 
towered a high peak of the ridge. Winding 
around the base of this, for the distance of 
fifty rods, our guide suddenly stopped in the 
midst of a huge pile of rocks and informed 
the party that we were at the mouth of the 
cave. Rocks to the right of us, rocks to the 
left of us; in front of us a solid wall of rock 
one hundred feet high, and below us — over 
the tops of the highest trees — we could see 
the valley of the Conemaugh away to the 
north and west. Just where we stood it 
seemed as if centuries ago some mighty con- 
vulsion had torn away a portion of the moun- 
tain and hurled the rocks in unutterable 
confusion at its base, where time had cov- 
ered them with moss and beautified them 
with shrubs and wild flowers." Entering 
the cave through a fissure in the loose rocks, 
the exploring party proceeded on their way. 
Narrow passages in the rocks were threaded ; 
low openings crept through ; immense cham- 
bers, studded with stalactites and inhabited 
by bats, explored ; and fathomless chasms 
crossed, where the sound of running water 
was heard far down in the darkness. Some 
of the large rooms visited were named "The 
Snake Chamber," "The Altar Room," and 
"The Senate Chamber," because of pecu- 
liarities they presented ; and a clear, run- 
ning stream of only a few inches in depth 
and a dozen feet wide was forded, the water 
of which was found to be cold and palat- 
able, "with a strong odor of cinnamon." 
These explorations were continued for five 
hours, the party having traveled in that 
time, according to the twine they had used 
to guide them in the labyrinth, (and from 
the many windings and passage-ways it is 
not considered safe to penetrate any consid- 
erable distance without the use of this means 
of finding the outlet again,) nineteen hun- 
dred yards — something over a mile. "Per- 
haps the most remarkable feature about the 
cave," says the writer, "is the varied and di- 
versified aspect of the different chambers and 
passage-ways, and the fact that the explorer 
is not confined to any particular route, but 
after entering for a distance of one hundred 



154 



THE PENNSYLVANIA RAILROAD. 




OLD FURNACE ON THE CONEMAUGH. 



yards is permitted to strike off at almost 
any point of the compass. You will find 
the routes invariably different in the nature 
of the openings, and that all the passages 
communicate with each other. There is a 
story told of a young girl becoming lost in 
it many years ago. She had been stolen 
from her home by a strolling band of gypsies, 
who had encamped in the neighborhood of 
the cave, and had visited it several times in 
company with them. She effected her escape 
from the gypsies by taking refuge in the cave. 
Penetrating to a great distance, and being 
unable to return, she perished of starvation. 
Her bones were found years afterwards." 

Millwood, three hundred and six miles. 

Derry, three hundred and eight miles. — 
Coal is mined near this station, and coke 
burned for shipment. Agricultural products 
are abundant and varied. The village con- 
tains four hotels. Population about 300. 

St. Clair, three hundred and ten miles. — 
A station for the accommodation of an 
agricultural population, at which there are 
several stores, shops, and minor manufacto- 
ries. Coal is mined in the vicinity. Popu- 
lation about 125. 



Latrobe, three hundred and thirteen 
miles, is built upon Loyalhanna creek, a 
tributary of the Kiskiminetas* river, in the 
midst of a fertile and highly cultivated 
valley. The town was laid out about 185 1 
by Mr. Oliver W. Barnes, a civil engineer, 
and improved rapidly. Recently the large 
deposits of coal in the surrounding country 
have commanded much attention, and heavy 
purchases have been made for development. 
Several coal and coke companies are now 
in operation — some of them on an extensive 
scale. The town contains car-works, a plan- 
ing-mill, grist-mill, three banks, two public 
halls, seven churches, and good hotels. 
Near the station are St. Vincent's College, 
for males,, and St. Xavier's Academy, for 
females. Population, 1127. A daily stage 
runs between Latrobe and Ligonier, distance 
ten miles. 

Beattv's, three hundred and fifteen 
miles. — Near this station are a woolen fac- 
tory, a brewery, three grist-mills, and several 
coal-mines. The surrounding country is 



* The Klskiminetas is a continuation of the Conemaugh — 
the name being changed at the confluence of the Loyalhanna. 



CARNEY'S— GEORGE'S— GREENSBURG. 



155 



highly productive. A select 
school and several churches are 
in the immediate vicinity. Popu- 
lation dependent on station, 
about 1600. 

Carney's, three hundred and 
seventeen miles. 

George's, three hundred and 
nineteen miles. 

Greensburg, three hundred 
and twenty-three miles, is the 
seat of justice of Westmoreland 
county. This county was sepa- 
rated from Bedford by act >>( 
26th February, 1773, and then 
embraced all of Western Penn- 
sylvania. The soil is generally 
very fertile and highly cultivated, 
— some of the valleys being equal 
to any in the State. Almost the 
entire surface of the county is 
underlaid with bituminous coal 
of the finest quality, and some of 
the most extensive and profitable 
mining operations in the Union 
are located in its limits. These 
advantages naturally tend to con- 
centrate wealth, and the county 
may safely be ranked among the 
richest in Pennsylvania. West- 
moreland is beyond the mountain ranges 
which cover so large a portion of the State, 
— Chestnut ridge being the only one of any 
continuous prominence that intersects it. 
The waters of the Youghiogheny, the Kis- 
kimineta-s, the Loyalhanna, Big and Little 
Sewickley, Jacob's creek, Turtle creek, and 
other smaller streams, contribute to its fer- 
tility and beauty. 

Previous to 1758 Westmoreland was a 
wilderness, known only to an occasional 
white trader and frontiersman. Access to 
the forks of the Ohio, where Pittsburg now 
stands, was by way of the Juniata and the 
Kiskiminetas, or lay Braddock's road from 
Virginia, and thence down the Mononga- 
hela. The first opening through the wilder- 
ness of Westmoreland county was cut by 
General Forbes' army, in 1758, when the 
successful expedition was made against Fort 
Du Quesne. This expedition was mainly 
fitted out at Lancaster, and moved by way 
of the Cumberland valley to Bedford. While 
the principal army was delayed there, wait- 
ing for supplies. Colonel Bouquet ])ushcd 
forward with two thousand five hundred 
men, cutting a road as he progressed, and 




OLD SAW-MILL ON THK CONEMAUGH. 

arriving at the Loyalhanna in September. 
Here he remained some time, and in October 
was attacked by the French and Indians, 
whom he repulsed. A second attack upon 
him was equally unsuccessful. The defen- 
sive works erected by him were afterwards 
strengthened and made a depot of supplies. 
This was named Fort Ligonier, and remained 
one of the chain of fortifications, extending 
from the Cumberland valley to the Ohio, 
until after the Revolutionary war. The 
town of Ligonier is built at the site of the 
fort. 

Colonel Washington joined the forces 
at Ligonier in October, and was sent for- 
ward with a detachment to cut the road 
still further, — to throw up entrenchments 
where necessary for the protection of supply 
posts, and generally to operate as an ad- 
vance of Forbes' army. His letters repre- 
sent the force under him as "encounter- 
ing every hardship that an advanced season, 
want of clothing, and a small stock of 
provisions" could expose them to. The 
main army reached Ligonier late in the 
same month, and, acting on information 
furnished by Washington, pushed on to Fort 



156 



THE PENNSYLVANIA RAILROAD. 



Du Quesne, which they found abandoned 
by the French and Indians. The post was 
garrisoned by Forbes' men and named Fort 
Pitt, in honor of the prime minister of 
Great Britain. 

The opening of this military road induced 
many pioneers to enter the country, and, 
under the protection of the military posts, 
they enjoyed, for five years, quiet and se- 
curity. But in 1763 savage warfare again 
burst upon the region. In that year the 
great Pontiac, chief of the Ottawas and the 
prophet of the north-western tribes, — a man 
of remarkable influence and ability, — con- 
ceived the idea of annihilating all the 
English posts, from the lakes to the Ohio, in 
one day, by a treacherous and simultaneous 
attack. The war-belt was dispatched to all 
the surrounding tribes, the details of the 
plan were arranged, and the wily prophet 
appealed to the superstition of the savages 
by revealing a dream, in which the Great 
Spirit had said to hiui, "Drive them from 
the land ! drive them from it ! and when 
you are in distress I will help you." This 
attack, which had for its object the absolute 
extermination of the white settlers, as well 
as the destruction of the military posts, was 
promptly made, and for a time promised 
to be successful. Out of one hundred and 
twenty English traders among the Indians 
all were murdered but three. The frontier 
settlements were overrun with scalping par- 
ties, marking their tracks with blood and 
fire. The forts of Presque Isle, Le Bceuf, 
Venango, St. Joseph's, and Michilimackinac 
were taken and their garrisons slaughtered. 
Those of Bedford, Ligonier, Detroit, and 
Pitt were saved with great difficulty. Fort 
Pitt being considered too strong to be car- 
ried by assault, the savages attacked Fort 
Ligonier, — the intention being to capture it, 
cut off supplies and reinforcements from the 
east, and thus reduce the important frontier 
post on the Ohio. Lieutenant Blaine, the 
commander at Fort Ligonier, with his brave 
little garrison, gallantly repulsed the savage 
attack, and held the post until relief arrived 
from Bedford. Colonel Bouquet,* with two 

* Henry Bouquet was bom at Rolle, canton of Berne. 
Switzerland, in 1719. At the age of seventeen he entered 
the military service as a cadet in a Swiss regiment. From 
that he took service under the king of Sardinia, where he 
distinguished himself as heiuenant and adjutant. In 1748 he 
entered the service of the Dutch Republic, under the cele- 
brated Prince of Orange, with the rank of lieutenant-colonel 
of the regiment of Swiss Guards. In 17S4, on the breaking 
out of the war between England and France, he, at the 
solicitation of General Sir Joseph Yorke, accepted a com- 
mission in the corps of Royal Americans, which " was com- 



regiments of regulars, sent to the rescue of 
Fort Pitt, reached Ligonier near the close of 
July. This brave officer — whose services on 
the colonial frontier were of the utmost 
value, being always characterized by pru- 
dence, tact, and indomitable energy — im- 
mediately pushed forward to the relief of 
Fort Pitt, leaving his wagons at Fort Ligo- 
nier. The savages, hearing of his advance, 
moved into the wilderness to waylay his 
command. At Bushy run they placed them- 
selves in ambush for the advancing army, 
and here ensued one of the most desperate 
battles ever fought in Western Pennsylvania. 
For two days the Indians, in great force, 
well armed, and screened by the dense 
woods, harassed and assaulted the weary 
regulars of Bouquet. On every side the 
savages appeared in overwhelming numbers. 
When driven from one position they rallied 
in another, and it seemed as if the fate of 
Braddock was in store for the English. But 
their commander was a different man from 
theunfortunate general who sacrificed himself 
and his soldiers in the same wilderness some 
years before. He knew the character of his 
assailants, and he understood their mode of 
warfare. Arranging his command so as to 
draw the Indians into close quarters by simu- 
lating a retreat, the savages were defeated 
and driven from the field. Their loss was 
estimated at sixty men, among whom were 
some of their principal chiefs. The English 
loss was fifty killed and sixty wounded. 
Colonel Bouquet arrived at Fort Pitt four 
days after the engagement without further 
serious molestation from the enemy. Indian 
incursions and depredations continued to 
be made in South-western Pennsylvania until 
after the Revolution, but no general attack 
was waged by the savages after the Shawnee 
war in 1773. 

The territory now embraced in the coun- 
ties of Westmoreland, Washington, Fayette, 
Greene, and Allegheny, being claimed by 
both Virginia and Pennsylvania, grants of 
land were made by authority of both, — 
those from the proprietaries of Pennsyl- 
vania being dated only after the treaty of 

posed of three battalions, and the officers of which were to 
be Americans or foreigners, but in all cases men of experience 
and ability." In this corps he was given the rank of colonel. 
His services in Pennsylvania have repeatedly been referred to 
in the course of this work, and no soldier of the time stood 
higher in the estimation of the people of this colony and of 
Virginia. After peace was concluded he was promoted to 
brigadier-general and given command of all the British troops 
in the southern colonies. He died at Pensacola. Florida, in 
1767. General Bouquet is described as a man of majestic 
stature, excellent abilities, and great learning. 



GREENSBURG. 



157 



Fort Stanwix, in 1768, had given them the 
Indian title to the soil west of the Alle- 
ghenies. Under these grants many settlers 
entered the country. Some came at an 
earlier period without any authority and 
built their cabins on the sites that suited 
them. When the authorities of Pennsylva- 
nia endeavored to remove these "squatters" 
— threatening the penalty of death, under 
a law passed for the purpose, to those who 
should settle upon unpurchased Indian lands 
— they found the pioneers unwilling to give 
up their homes. They could not see the 
offense they had committed by putting up 
cabins and clearing land for the shelter 
and support of their families, although the 
title to the soil was claimed by a tribe of 
Indians living hundreds of miles away. 
They remained, therefore, despite the warn- 
ings and threats, and they increased and 
multiplied. The treaty of Fort Stanwix ob- 
literated the Indian claim, and the extension 
of Mason and Dixon's line in 1779 ended 
that of Virginia. The settlers were secured 
in the possession of their homes, and the 
origin of their claims was soon forgotten. 

A large proportion of the settlers in West- 
moreland county was of Scotch-Irish origin, 
and of more than ordinary intelligence and 
energy. They gave early attention to the 
subjects of education and religion, and 
churches and schools sprung up almost as 
soon as the cabins of the pioneers. Some 
of their ministers were men of great learn- 
ing and eloquence, and these qualifications 
made them the more competent to discharge 
their duties among the intelligent people 
who surrounded them. These ministers 
endured all the hardships and privations of 
the new country, laboring with their hands 
as well as with their brains. One of them, 
a doctor of divinity, thus describes his early 
experiences: — "When I came to this coun- 
try, (in 1788,) the cabin in which I was to 
live was raised, but there was no roof to it, 
nor any chimney or floor. We had neither 
bedstead, nor table, nor stool, nor chair, nor 
bucket. We placed two boxes, one on the 
other, which served us for a table, and two 
kegs served us for seats, and having com- 
mitted ourselves to God, in family worship, 
we spread a bed on the floor and slept 
soundly till morning. Sometimes, indeed, 
we had no bread for weeks together, but we 
had plenty of pumpkins and potatoes, and 
all the necessaries of life ; as for luxuries, 
we were not much concerned about them." 



Among the earliest settlements made in 
the county was one about three miles north 
of Greensburg, known as Hanna's town. 
In 1773, when the county was created, this 
town consisted of about thirty habitations, 
most of them aspiring to the dignity of 
houses, being two stories in height and built 
of hewed logs. This was named as the place 
where the courts of the new county were to 
be held, and it was here that justice was 
first dispensed, according to legal forms, 
west of the Allegheny mountains. Arthur 
St. Clair,* afterward major-general in the 
Revolutionary army, was the first prothono- 
tary and clerk of the courts, and the initial 
term opened in April, 1773. On the i6th 
of May, 1775, the inhabitants of Westmore- 
land assembled in public meeting here, and 
passed resolutions denouncing the British 
ministry as wicked, the parliament as cor- 
rupt, and pronouncing the acts against the 
colony of Massachusetts bay as " a system 
of tyranny and oppression," declaring that 
they "were ready to oppose them with their 



* Gen. -Arthur St. Cl.iir was born in Edinburgh. Scotland, and 
accompanied the fleet of Admiral Boscawen to America in 1755. 
He was a lieutenant in the British army under General Wolfe. 
When the French war closed, he was assigned to the command 
of Fort Ligonier, and received a grant of one thousand acres 
of land in that vicinity, which he fancifully chose to locate in a 
circle. Here he settled, after having resigned his commission, 
and was appointed to several civil offices under the government 
of Pennsylvania. At the commencement of the Revolution he 
espoused the American cause, and in January, 1776. was ap- 
pointed to the command of a battalion of Pennsylvania militia. 
He was engaged in the expedition to Canada, participated in the 
battle at Trenton, and, it is claimed, suggested the attack on the 
British at Princeton, which proved so fortunate. In August, 
1776, he was appointed a brigadier, and in February, 1777, a 
major general. He was the commanding officer at Ticonderoga, 
when invested by the British, and evacuated it, July 6th, 1777, 
carrying away a considerable part of the public stores. For his 
conduct here charges of cowardice, treachery, and incapacity 
were preferred against him, but he was honorably acquitted by a 
court of inquiry. He afterward joined the army under General 
Greene, in the south, and at the close of the war returned to his 
home in Pennsylvania. In 1783 he was a member of the execu- 
tive council of Pennsylvania. In 1785 he w,is elected to Con- 
gress, and in 1787 was chosen president of that body. In 
October of the same year he was appointed governor of the 
territory of the United States north-west of the Ohio, which 
office he held until 1S03. In 1790 he wa.s the candidate of the 
Federal party for governor of Pennsylvania, but was defeated 
by General Mifflin. In 1791 he commanded an army against 
the Miami Indians, and was defeated on the 4th of November, 
with a loss of more than si.x hundred men. I* or this failure — a 
very important one at the time — he was much censured by the 
public, but a committee of inquiry of the National House of 
Representatives acquitted him from all blame. He resigned 
his commission as major-general in 1793. He became reduced 
in his old age to poverty, and applied to Congress for relief. 
His claims on the sympathy of his country were listened to 
with indifference, and admitted with reluctance. After a long 
suspense, he was granted a pension of si,xty dollars per month. 
He died August 31st, 1818, in his eighty-fourth year, and his 
remains repose in the Presbyterian churchyard, at Greensburg, 
beneath a monument srected by the Masonic fraternity in 1833. 
On the south side of this monument is inscribed — " The earthly 
remains of Major-General .Arthur St. Clair are deposited be- 
neath this humble monument, which is erected to supply the 
place of a nobler one, due from his country. He died .Augtist 
31st, r8i8, in the eighty-fourth year of his age." On the north 
side — " This stone is erected over the remains of their departed 
brother by members of the Masonic society." 




COALMINING AND COKE-ISURNING. 



RADEBAUGH'S—GRAPEVILLE—PENN— MANOR. 



159 



lives and fortunes." This town was attacked 
by the savages on the 13th of July, 17S2, a 
number of its inhabitants murdered, many 
others carried off captive, and the place 
entirely burned. Those of the citizens who 
escaped took refuge in a fort, which the 
savages feared to attack. The town was 
never rebuilt. The lots which composed it 
were sold or abandoned, and became merged 
in the adjoining farms. Years of cultivation 
have obliterated all traces of the early settle- 
ment which promised so well — nothing re- 
maining but its melancholy history. The 
prisoners taken at the burning of Hanna's 
town were conveyed to Canada, and there 
surrendered to the British. Here one of 
them, a young lad)', was wooed and married 
by a British officer. The others were, after 
the peace of 1 783, delivered up and returned 
to their friends. 

After the Revolutionary war Westmore- 
land increased steadily in population and 
wealth, but her progress was not rapid. It 
required the construction of railroads to 
develop her immense latent resources, and 
since these have been built her onward 
march has been wonderful. Her coal de- 
posits have attracted capital from a dis- 
tance, and her lands to-day are probably 
worth more per acre than those of any 
other county in the State. In every 
portion mines are being developed and 
miles of coke-ovens erected. Other indus- 
tries are growing with similar rapidity, and 
it is fair to presume that the present decade 
will surpass, in the development of her 
wealth, any fifty years of her previous his- 
tory. Population, 58,719. Value of agricul- 
tural productions, $4,176,690. Number of 
manufacturing establishments, 390 ; hands 
employed, 1146; wages paid, §275,058; 
capital invested, $1,614,225; materials used, 
$1,649,660; value of products, $2,592,487. 
Bituminous coal-mines, 19; hands employed, 
1559; wages paid, $779,690; capital in- 
vested, $2,209,350; tons produced, 755,460; 
value, $1,127,490. 

Greensburg, named after General Greene, 
of the Revolutionary armv, is built upon a 
hill, in the midst of a rich and beautiful 
limestone country. The court-house and 
other prominent buildings occupy the sum- 
mit of this hill, along which the main street 
is carried. It was laid out soon after the 
burning of Hanna's town, and incorporated 
in 1779. For many years its progress was 
slow, as it possessed no manufacturing 



facilities, and the local trade was not suf- 
ficient to stimulate it. Since the com- 
pletion of the railroad it has improved 
rapidly. Its population has long been noted 
for intelligence and refinement, and some 
of its citizens have deservedly ranked 
among the most prominent men of the 
Commonwealth. The town contains seven 
churches, two banks, fine schools, an opera- 
house, two public halls, several good hotels, 
and some minor manufactories. Consider- 
able merchandising is done with the sur- 
rounding country. Coal and coke works 
exist in the immediate vicinity. Popula- 
tion, 1642. A daily stage line runs to 
Salem, distance eight miles. (Junction of 
South West Pennsylvania Railroad, run- 
ning to Connellsville, distance twenty-four 
miles, where connection is made with the 
Pittsburg, Baltimore and Washington Rail- 
road . ) 

Radebaugh's, three hundred and twenty- 
five miles. 

Grapeville, three hundred and twenty- 
six miles. 

Penn, three hundred and twenty-eight 
miles. — The business of this station is prin- 
cipally mining and shipping coal. Here 
the first works are reached which, since the 
completion of the railroad, have mainly 
supplied the eastern towns and cities with 
the material for the manufacture of illumi- 
nating gas, and the extent to which this 
business has, in less than a score of years, 
grown, can hardly be realized. All the 
country surrounding this station is under- 
laid with the finest quality of bituminous 
coal, and the deposit extends west and south 
to the valleys of the Monongahela and 
Allegheny rivers. Mining is done by shaft- 
ing, the coal being lifted to the surface by 
steam-power, and immediately loaded into 
cars for shipment. Branch roads are con- 
structed by the large companies to the points 
where their shafts are opened, and these 
branches are extended from year to year 
as the coal is exhausted. The shipment 
' from Penn by two companies amounts to 
more than three hundred thousand tons 
annually, employing six hundred men. The 
borough contains two churches, a hall for 
' the use of secret societies, several hotels, and 
a number of stores, shops, etc. Population, 
820. 

Manor, three hundred and thirt)- miles. — 
This station is so named from the fact that it 
is located upon one of those large tracts of 



160 



THE PENNSYLVANIA RAILROAD. 



land, called manors, reserved by the Penns 
as private property, and marked out as such 
while they still retained proprietorship of 
Pennsylvania. 

The royal charter vested in William Penn 
and his heirs absolute ownership of the soil 
of Pennsylvania, and from the date of the 
charter to July 4th, 1776, all titles had to 
be derived from the Penn family. Some 
forty-four manors had, previous to the 
Declaration of Independence, been selected 
and surveyed as properties reserved by the 
Penns exclusively, and by such survey were 
excepted from the regulations governing the 
sale and settlement of other portions of the 
colony. Lands included in these manors 
were disposed of privately by the agents of 
the proprietaries, and were made available 
for settlement, in some instances, by the 
location of towns, military posts, etc., most 
of those in the eastern portion being thus 
disposed of before the colony declared 
itself independent of proprietary or British 
control. William Penn, by his will, left 
to each of his children ten thousand acres 
of land in Pennsylvania, and at various 
times members of the family had portions 
of land assigned them. These were known 
as "the private estates," and as such are 
referred to in early acts of the State legis- 
lature. 

On the 27th of November, 1779, a law 
was enacted providing that, in considera- 
tion of the sum of one hundred and thirty 
thousand pounds sterling, to be paid to the 
heirs of William Penn out of the treasury 
of the State, all proprietary rights should be 
vested in the Commonwealth, saving and 
excepting all the "private estates, lands, 
and hereditaments of any of the said pro- 
prietaries, whereof they are now possessed, 
or to which they are now entitled, in their 
private several right or capacity, by devise, 
purchase, or descent; and likewise all the 
lands called and known by the name of the 
proprietary tenths or manors, which were 
duly surveyed or returned into the land 
office on or before the fourth day of July, 
in the year of our Lord one thousand seven 
hundred and seventy-six, together with the 
quit or other rents and arrearages of rents 
reserved out of the said proprietary tenths 
or manors, or any part or parts thereof 
which have been sold." These fair and 
liberal provisions confirmed to Penn's heirs 
immense and valuable properties, which 
from time to time were sold, until now it 



is questionable whether any portion of it 
remains in their possession.* 

The country around Manor station is rich 
and highly cultivated, large shipments of 
grain and live-stock being made from here 
eastward. Coal is extensively mined in the 
vicinity. The village is not incorporated, 
and contains a population of about 300. 

Shafton, three hundred and thirty-one 
miles. 

Irwin, three hundred and thirty-two miles. 
— This station is the centre of immense coal 
operations. Three companies, — the Penn 
Gas, the Westmoreland, and the Shafton, — 
whose works are within a radius of ten 
miles, employ not less than a thousand men 



*The manors and lands confirmed to the heirs of Penn by 
the act of November 27th, 1779. were, according to the records 
of the land office, the following, (Maps of thirty-seven of 
these are preserved among the Penn papers now in possession 
of the Historical Society of Pennsylvania.) 



Name. 


Acres. 


County. 




1,840 

4,010 

4.095 

5,000 

2,850 

5,000 

5,000 

7,175 

10,000 

7.750 

16.749 

8,431 

11,462 

12,150 

10,000 

7,510 

5 w ts ot 

R. Penn 

16,000 

10,000 

10,000 

2,816 

5,000 

7,557 

{15,000) 

421 

64,520 

80,000 

9,800 

20,000 

4,766 

1,802 
3.520 
3.092 

4.545 

'X 
5,568 
5,766 

1,202 
1,123 
1,035 

2,810 
9.056 


Philadelphia. 
Philadelphia. 




Gilbert's 

Callowhill 


Philadelphia(nowMontgomeryJ. 
Chester. 


Amorland of Billton.. 

Letitia Aubrey's 

William Penn 


Chester. 
Chester. 
Chester. 


Faggs 


Chester. 
Chester. 


Highland 

Richland 


Bucks. 
Bucks. 
Bucks. 


Perkissey or Perkaise 
Wallenpaiipack 


Bucks. 

Bucks (now Wayne) 

Berks. 




Berks. 


Antolhoiigh ^ 


Lancaster. 
Lancaster. 


Charles Fell's 






Lancaster (now Schuylkill). 














Maske 


York (now Adams). 




York. 




York. 




Northampton (now Pike) 


Stoke 


Northumberland . 




Northumberland. 


Amsterdam and Rot- 


Northumberland. 




Northumberland. 




Northumberland (now Lycom- 




ing), 
Northumberland (now Brad- 


St Divid's 


ford ). 
Northumberland. 




Northumberland. 




Westmoreland ( now Armstrong). 




Westmoreland. 




Westmoreland. 




Westmoreland (now Allegheny). 


Cherrv Hill 


Westmoreland mow Indiana). 


Chest 


Westmoreland (now CambriaV 




Westmoreland (now Washing- 


Bedford Fort 


ton). 
Bedford. 




Bedford (now Blair). 








421,015 





LARIMER— CARPENTER— STEWART'S— WALL'S— TURTLE CREEK, ETC. 



IGl 



and ship annually more than a million tons 
of coal. The land overlying the coal-beds 
here is fertile and well cultivated, and numer- 
ous villages have sprung up in the vicinity 
to accommodate the mining population. 
Irwin contains four churches, a large public 
school-house, a private banking-house, two 
public halls, and several hotels. Population, 

L.^RiMER, three hundred and thirty-three 
miles. — Coal-mining is the principal business 
here, and coke-works are in operation. The 
village contains a flour-mill, several stores, 
and two hotels. Population about 250. 

Carpenter, three hundred and thirty-five 
miles. 

Stewart's, three hundred and thirty- 
seven miles. 

Wall's, three hundred and thirty-nine 
miles, is the limit for the local accommoda- 
tion trains from Pittsburg, eighteen of these 
passing daily between that city and this 
station. 

Turtle Creek, three hundred and forty- 
one miles. — This station is the first reached 



Name. 


Acres. 


County. 


Safe Harbor 


2,222 
4,390 
2.770 

5.214 
3.032 

999 

510 
1,649 
665K 

3.603 
20,948 

1,280 
. 839}^ 

312 

520 

11,526 

12,200 

549 
1,272 
1,866 
1,026 
1,615 
2,571 

763 
2.473>4 
',497 

466 

215 
2,000 


Wayne. 






Wayne (formerly Northumber- 
land!. 

Wayne. 

Wayne (formerly Northumber- 
land). 

Wayne (formerly Northumber- 
land). 

Wayne (formerly Northumber- 
land). 

Wayne (formerly Northumber- 
land). 


William Penn, Jr 

The Meadows 

The Mill-Seat 


Duck's Harbor. 

Fox Harbor 


Cowpasture 

Pleasant Garden 


zerne. 

Schuylkill. 

Wayne. 

Wayne. 

Near line of Luzerne and Car- 
bon. 

Wayne. 

Wayne. 

Wayne. 

Berks. 


Terrapin Harbor 














Dauphin. 

Susquehanna. 

Susquehanna. 

Lycoming. 

Huntingdon. 

Huntingdon. 

Huntingdon. 

Blair 


The Indian Landing.. 

Crooked Dale 

Job's Discovery 










Huntingdon. 

Monroe. 

Sixty miles from Philadelphia. 


Lake Paupunauming 






88,997 
421,015 








Total 


510,012 









The names of many of these manors and tracts are perpetu- 
ated in existing townships, towns, and settlements. In the 
tables perches are omitted. 



in Allegheny county. Coal-mines are in 
operation here, employing some six hundred 
men. Thesettlement tontainsthreechurches, 
a public hall, two hotels, and a population 
of about 2000. 

Brinton, three hundred and forty-two 
miles. — Coal-mines are worked in the neigh- 
borhood, employing about seventy-five men. 
There is no town, the population in the vicin- 
ity of the station amounting to some 250. 
Twenty-four accommodation trains run be- 
tween this station and Pittsburg daily. 
(Junction of branch road connecting with 
the Pittsburg, Baltimore and Washington 
Railroad, and also with the Pittsburg, Vir- 
ginia and Charleston Railroad.) 

McKinney's, three hundred and forty- 
three miles. 

Braddock's, three hundred and forty-four 
miles. — This station is so named from its 
location on the spot where General Brad- 
dock was so signally defeated by the com- 
bined French and Indians, on the 9th of 
July, 1755. No event in colonial history 
was more disastrous in its consequences, 
both to those engaged in it and to the 
settlers on the frontiers of Pennsylvania 
and Virginia, and none has been the sub- 
ject of more historical comment, than this 
defeat. The expedition was fitted out, under 
command of Major-General Edward Brad- 
dock, to move against Fort Du Quesne. It 
consisted of two regiments of British regu- 
lars — the Forty-fourth and Forty-eighth — 
and about a thousand provincial troops, 
principally Virginians, who rendezvoused 
at Fort Cumberland, where Cumberland, 
Maryland, now stands, and marched from 
there on the 8th of June. The expedition 
was well equipped, carried with it both heavy 
and light artillery, a large supply of ammu- 
nition and provisions, and entered upon the 
campaign confident of victory. Dr. Frank- 
lin, then postmaster-general of the prov- 
inces, by his individual exertions and by 
pledging his private means to pay for them, 
had induced the farmers of Lancaster, Cum- 
berland, and York counties, in Pennsylvania, 
to furnish the trains and pack-horses neces- 
sary to transport the impedimenta of the 
army. Cutting its way through a hitherto 
unbroken wilderness, the expedition pro- 
gressed slowly, and in tiiirty days found its 
advance within ten miles of its objective 
point. 

Braddt)ck was repeatedly cautioned as to 
the danger which threatened him from the 



162 



THE PENNSYLVANIA RAILROAD. 



treacherous character of Indian warfare, and 
warned to be on the alert for an ambushed 
enemy. Colonel George Croghan, Indian 
agent of the province of Pennsylvania, vol- 
unteered to accompany him with a hundred 
scouts and beat the woods in his advance for 
the foe. But Braddock declined the offer. 
He was "naturally haughty, imperious, and 
self-complacent, disdaining to receive coun- 
sel from his subordinates, and, what was 
less excusable in a general, despising his 
enemy." 

On the day of the battle the advance 
brigade of Braddock's army crossed the 
Monongahela river at the point directly 
opposite the railroad station. At that time 
the river was shallow and easily fordable, the 
present volume of water being caused by a 
dam of the Monongahela Navigation. Gen- 
eral Washington, who accompanied this 
expedition and acted at the time as aid- 
de-camp to the commanding general, was 
often heard to say "that the most beautiful 
spectacle he had ever beheld was the display 
of the British troops on this eventful morn- 
ing. Every man was neatly dressed in full 
uniform ; the soldiers were arrayed incolumns 
and marched in exact order; the sun gleamed 
from their burnished arms; the river flowed 
tranquilly on their right, and the deep for- 
est overshadowed them with solemn gran- 
deur on their left. Officers and men were 
equally inspirited with cheering hopes and 
confident anticipations." No sooner had 
the advance of this splendid column crossed 
the river and ascended the low range of 
hills along which the railroad is constructed, 
than they were attacked by an unseen foe. 
They became panic-stricken, and fell back 
in the wildest disorder upon those who 
were hastening to their assistance. All soon 
became a scene of inextricable confusion. 
Braddock and his officers did everything in 
their power to rally the terror-stricken sol- 
diers, but all in vain. One after another 
these brave leaders fell, until forty of them 
were either killed or wounded. Braddock 
himself — who would not order a retreat or 
permit his men to seek cover — received a 
shot through his right arm, the ball entering 
his lungs, and was carried from the field. 
He had behaved with the greatest bravery, 
having five horses killed under him. All 
the superior officers being then dead or dis- 
abled, Washington rallied the remnant of 
the army and retired with them to the posi- 
tion occupied by Colonel Dunbar, who com- 



manded the reserve brigade, and was some 
distance in the rear at the time of the en- 
gagement. The conduct of the British regu- 
lars was commented on at the time in the 
bitterest terms by Washington. In a letter, 
quoted by Sparks, he says: — "The dastardly 
behavior of the regular troops exposed those 
who were inclined to do their duty to almost 
certain death ; and at length, in spite of 
every effort to the contrary, they broke and 
ran like sheep before hounds, leaving the 
artillery, ammunition, provisions, baggage, 
and, in short, everything, a prey to the 
enemy." Washington, although ill and 
weak at the time, conducted himself with 
great bravery. A British officer, who was 
wounded in the engagement, writing to his 
friends at home, says; — "Mr. Washington 
had two horses shot under him, and his 
clothes shot through in several places, be- 
having the whole time with the greatest 
courage and resolution." Colonel Dunbar, 
deeming it impossible to continue the expe- 
dition in its then demoralized condition, 
burned his superfluous provisions, stores, 
and ammunition, buried some of his heavy 
cannon, and returned to Fort Cumberland. 
In addition to the loss of officers already 
stated, the British killed and wounded in 
the engagement was stated by Colonel Dun- 
bar at seven hundred. 

Braddock was carried by his retreating 
soldiers for four days, when he died from 
his wounds, and was buried in the centre of 
the road his advancing army had cut. To 
prevent the discovery of his grave, and to 
save the body from dishonor at the hands 
of the savages, soldiers, horses, and wagons 
passed over it. The location of this grave 
was well marked on the surrounding trees, 
and some fifty years ago a party of laborers 
engaged in repairing the old road disinterred 
some bones, with sundry military trappings, 
which were known by old settlers to be those 
of the unfortunate general. 

The assertion has repeatedly been made, 
and supported by witnesses, that Braddock 
was shot by one of his own men. Tom 
Fausett, who is described as having been a 
man of gigantic frame and half-civilized 
propensities, who spent most of his life as a 
hermit among the mountains of Fayette 
county, living upon the game he killed, did 
not hesitate to avow that he shot Braddock 
in the engagement, declaring that he did so 
to save what was left of the army. During 
the fight Braddock issued an order that the 



COPELAND— HAWKINS'— SWISSVALE—WILKINSBURG—HOMEWOOD, ETC. 



163 



men should not protect themselves behind 
trees. Joseph Fausett took such a position, 
when Braddock, seeing him, rode up and 
struck him down with his sword. Tom 
Fausett saw this, and shot the general. 
Such was the account current when actors 
in the drama yet lived, and it is plausible 
enough to be true. 

The French and Indians in this engage- 
ment were commanded first by Captain Beau- 
jeau, who planned the expedition to meet 
Braddock, and who was killed early in the 
fight, and after his death by Captain Dumas. 
Captain Lignery also participated in it, 
together with four lieutenants, six ensigns, 
and two cadets. Dumas afterward became 
the commander of Fort Du Quesne. The 
force engaged against the British and Ameri- 
can was two hundred and fifty French and 
Canadians, and about si.x hundred Indians. 

During the "Whisky Insurrection" the 
malcontents, to the number of seven thou- 
sand, assembled, where this station now 
stands, under arms and marched to Pitts- 
burg. This demonstration was made to 
show their strength and overawe the authori- 
ties. No act of violence was perpetrated, 
and the force quietly dispersed. 

Near this station the Bessemer Steel Com- 
pany have erected a very extensive establish- 
ment named, in honor of the late president 
of the Pennsylvania Railroad, the "Edgar 
Thomson Steel Works." 

CoPELAND, three hundred and forty-four 
miles. 

Hawkins', three hundred and forty-five 
miles. 

SwissvALE, three hundred and forty-six 
miles. — The extensive works of the Alle- 
gheny Car and Transportation Company 
are located here. 

WiLKiNSBURG, three hundred and forty- 
seven miles. — This station is immediately 
outside the corporate limits of the city of 
Pittsburg. It is in the midst of a rich agricul- 
tural region, where market-gardening is an 
extensive industry. Coal-mines are worked 
in the vicinity, employing near three hun- 
dred men, and shipping about four hundred 
thousand tons annually. The adjacent 
country improves rapidly, — many hand- 
some residences being erected each year 
by citizens of Pittsburg. The settlement is 
unincorporated, and contains a population 
of about iioo. Twenty-eight local accom- 
modation trains run between this station and 
Pittsburg daily. 



HoMEWooD, three hundred and forty- 
eight miles. 

Liberty, three hundred and forty-nine 
miles. — The wonderful growth of Pittsburg, 
within the last few years, has absorbed this 
station, as well as many more of its suburbs. 
This is the location of the extensive stock- 
yards and car-shops of the Pennsylvania 
Railroad Company. Many handsome sub- 
urban residences are in the vicinity, and 
the growing city is rapidly converting the 
beautiful open country into compactly-built 
squares of houses. The Pennsylvania Female 
College and the Shakespeare Gardens — a 
summer resort — are located here. ( Further 
details of its history and industries will be 
embraced in the sketch of the metropolis of 
Western Pennsylvania.) 

Shadyside, three hundred and fift}- miles. 

MiLLVALE, three hundred and fifty-one 
miles. 

Lawrenceville, three hundred and fifty- 
two miles. 

Pittsburg, three hundred and fifty-four 
miles. — Seat of justice of Allegheny county 
and western terminus of the Pennsylvania 
Railroad. Allegheny county was formed 
out of part of Westmoreland, by act of 
September 24th, 1788, and in 1789 a small 
addition was made to it from VVashington. 
The surface of the county is undulating, 
and near the Monongahela and Allegheny 
rivers hilly, — many of the elevations being 
precipitous and of considerable altitude. 
In the bottoms, formed by the numerous 
streams which intersect it, the soil is fertile, 
and some good farming land exists on the 
hills. The county is peculiarly healthy — 
its elevated position permitting excellent 
drainage — and many portions of it are pic- 
turesque, affording natural vistas as beautiful 
j as they are striking. But great as are the 
commercial and agricultural advantages en- 
joyed by the county, they are entirely sur- 
passed by its mineral wealth. "The richest 
! gifts of nature," says an historical writer, 
"seem to have been bestowed by Providence 
upon this region ; and the art of man has 
been most diligent in advancing the works 
of nature and developing her latent sources 
of wealth." 

The French are unquestionably entitled 
to the credit of having first explored the 
valley of the Mississippi and its tributaries, 
from the lakes to the Gulf of Mexico. Push- 
ing westward from the St. LawTence, their 
I military leaders and missionaries became 



PITTSBURG. 



1G5 



familiar with the great lakes and the Indians 
who resided upon or visited their shores. 
Securing the confidence of these aborigines, 
they undertook, with their assistance, the 
most stupendous journeys into the unknown 
wilderness, establishing, at many places, 
military stations and missionary posts which 
still preserve the names then given them. 
Fathers Joliet and Marquette explored the 
upper portion of the Mississippi and its 
northern tributaries as early as 1670. La 
Salle, a Canadian, accompanied by Father 
Hennepin, commenced a tour of explora- 
tion southward from Lake Erie in 1679. 
These explorations were continued until the 
mouths of the Mississippi were reached, and 
a chain of fortifications erected extending 
from Quebec to New Orleans. In 1730 
they had visited and, it is asserted, erected 
a post of some kind where Pittsburg now 
stands. 

According to the most reliable historical 
accounts, the first effort at planting an 
English settlement in this region was made 
in 1748. In that year Thomas Lee, one of 
his majesty's council in Virginia, formed 
the design of effecting a settlement in the 
wild lands west of the Allegheny mountains, 
through the agency of an association of 
gentlemen. This association was called the 
"Ohio Company," and consisted of Thomas 
Lee, Lawrence and Augustine Washington, 
(brothers of General Washington,) a Mr. 
Hanbury, of London, and nine others. The 
king granted to the company five hundred 
thou.sand acres of land, on the condition 
that two hundred thousand acres should be 
immediately selected, and should be held, 
for ten years, free from any quit-rent or tax 
to the king, on condition that one hundred 
families be seated upon them within seven 
years at the company's expense, a fort 
built, and a garrison maintained sufficient 
to protect the settlement. Under this 
authority the company commenced opera- 
tions. In 1750, Christopher Gist — an in- 
telligent and brave pioneer — was sent out 
to explore the country and make a report. 
Mr. Gist appears to have spent nearly two 
years in traveling over the region, visiting 
in that time Western Pennsylvania, Western 
Virginia, and portions of what are now the 
States of Ohio, Kentucky, Tennessee, and 
North Carolina. His journal was, thirty 
years ago, in possession of a gentleman in 
Virginia. In July, 1752, he, on the part 
of the company, and three commissioners 



representing the province of Virginia, con- 
cluded a treaty with the Indians, at Logs- 
town, (fourteen miles below where Pittsburg 
now stands, ) by which the latter agreed not 
to molest the settlements of the company 
south-east of the Ohio, but refused to recog- 
nize any English title to the lands. At this 
council two old chiefs, through an inter- 
preter, asked Mr. Gist "where the Indians' 
land lay?— for the French claimed all the 
land on one side of the Ohio* river, and 
the English on the other." The question 
was one which it would have puzzled the 
wariest diplomat to answer. 

Soon after this treaty, Mr. Gist built a 
cabin in what is now Fayette county, and 
induced eleven families to settle around him. 
Efforts were made to settle the lands of the 
company with German emigrants, but the 
intolerant system of English episcopacy 
which then prevailed in Virginia, extorting 
church-rates from dissenters, was repulsive 
to the Germans, and they preferred the 
toleration guaranteed under the government 
of Penn. The company appears to have 
erected a storehouse at the mouth of Red- 
stone creek, in Fayette county, and probably 
had a small establishment at the forks of the 
Ohio ; but the disturbed state of the frontier 
prevented them from bringing any large 
amount of goods west of the Alleghenies. 
The French war entirely ended their opera- 
tions, and in 1770 the company was merged 
in a more extensive one, in which Dr. 
Franklin and others were interested. The 
Revolution destroyed this enterprise also, 
and with it ended all private schemes for 
the colonization of the region. 

The efforts made by the " Ohio Company" 
to secure the lands granted and plant colo- 
nists upon them, contributed materially to- 
ward imparting an accurate knowledge of 
the country around the forks of the Ohio to 
the English settlers in the east and in the 
mother country. Gist's explorations have 
already been referred to, and in 1753 an- 
other was made by a man whose name can 
never be forgotten. During the summer of 
that year accounts were received that a 



* The names of the three rivers at Pittsburg are undoubtedly 
Indian, but their meaning is variously given. That of the Ohio 
— pronounced 0-hec-o, in the Seneca language — means "fair 
water." or "fair to look upon," and was translated by the 
French into "La Belle Riviere," signifying "the beautiful 
river." Atteghtny, in the language of the Dclawares, had the 
same signification, and by the early explorers this river and the 
Ohio were considered the same. Monongahi'ta is said to be a 
combination of Indian terms, meaning, according to some, 
" falling-in banks " and, according to others, " a river without 
islands." 



166 



THE PENNSYLVANIA RAILROAD. 






MOUNT WASHINGTON BY MOONLlr.HT, PITTSBURG. 



French force had arrived at Presque Isle, on 
their way to the Ohio, and in October, 
George Washington, then but twenty-one 
years of age, was sent as a messenger on the 
part of the company, to proceed to the 
French commandant, wherever he might be 



found, and demand information as to the 
object of the expedition. On the 23d of 
that month he arrived at Mr. Gist's resi- 
dence, and was from there accompanied by 
the pioneer as a guide. He found the 
French commandant at Fort Le Boeuf, on 



PITTSBURG. 



167 



French creek, about one hundred and fifty 
miles north of the present site of Pittsburg. 
From this officer he received a very unsatis- 
factory answer, which lie, without delay, 
reported to Governor Dinwiddie, of Vir- 
ginia. It is necessary to remember that the 
whole valley of the Monongahela, including 
the country around the forks of the Ohio, 
was at this time and for many years after 
claimed as being in Virginia, — Pennsylvania 
not then having pushed her settlements or 
her jurisdiction west of the Alleghenies. 

Governor Dinwiddie at once took steps 
to repel this French encroachment, and a 
regiment was raised, under command of 
Colonel Fry, of which Washington was ap- 
pointed lieutenant-colonel, for the purpose 
of resisting this advance and erecting a for- 
tification at the forks of the Ohio. A small 
party was sent forward to commence the 
fort at the junction of the Allegheny and 
Monongahela rivers, and was engaged at 
the work when, on the 17th of April, 1754, 
a motley host of more than a thousand 
French and Indians, with sixty bateaux, 
three hundred canoes, and eighteen pieces 
of cannon, all under command of Monsieur 
Contrecoeur, arrived upon the spot and 
ordered them to desist. Ensign Ward, with 
his forty-one Virginians, could make no re- 
sistance to such a force, and, after brief 
negotiations, he surrendered the post, being 
permitted by the French commander to 
march away with all his men and materials. 
The seizure of this fort was the first overt 
act of hostility in a war which raged, in Eu- 
rope and America, for seven years. The 
French commander at once proceeded to 
erect Fort Du Quesne, while the Americans, 
under Washington, (Colonel Fry not yet 
having joined the troops at Fort Cumber- 
land,) set out on a campaign against them. 
This campaign demonstrated fully Washing- 
ton's military genius and capacity; and 
although it terminated, three months after- 
wards, in his capitulation at Fort Necessity, 
it left him without a stain, and secured him 
the confidence and admiration of his coun- 
trymen. 

Fort Du Quesne remained in possession of 
the French but four years, and was then given 
up, with all the country around it, to English 
authority. During those years of war it 
was the source of many miseries to the set- 
tlers in Pennsylvania. Indian bands were 
furnished with arms and ammunition by the 
French authorities there, and encouraged 



[ to make those raids upon the frontiers 

i which desolated many homes and marked 
many hearths with blood. Its walls were 
frequently illumined by the immolating fires 
of the savages, and its echoes often awakened 
by the agonized screams of tortured prison- 
ers, mingled with the yells of the fiends 
who danced around them. But French tact 
and Indian cruelty were alike fruitless to 
stem the tide of progress, and when Gen- 
eral Forbes' army arrived there, on the 25th 
of November, 1758, they found it partially 
burned, and its former occupants gone, never 
to return. 

An incident connected with Forbes' ex- 
pedition is worthy of detail here. When 
the army was at Raystown, (where Bedford 
now stands,) Major Grant, of the British 
regulars, was sent forward with eight hun- 
dred men as an advance. Anxious to dis- 
tinguish himself, he pushed on with his 
command, arriving in sight of Fort Du 
Quesne on the 13th of September. Here 
he encamped on the hill, now within the 
heart of the city of Pittsburg, on which the 
court-house stands, still known by his name, 
and made a reconnoissance of the enemies' 
works and position. Next morning he 
"detached Major Lewis, of Colonel VVash- 
ington's regiment of Virginians, with a 
baggage guard, two miles into his rear, and 
sent an engineer with a covering party, 
within full view of the fort, to take a plan 
of the works. In the meantime he ordered 
the j-eveille to be beaten in different places. 
This parade drew out the enemy in great 
force, and an obstinate engagement ensued." 
The English were defeated with a loss of 
two hundred and seventy-three killed and 
forty-two wounded. Major Grant and Major 
Lewis were taken prisoners and sent to Mon- 
treal. Of the eight Virginia officers five 
were killed, one wounded, and one cap- 
tured. Major Grant, after his exchange, 
returned to this place and erected a re- 
doubt, upon which was a tablet inscribed 
with his name, and bearing evidence to the 

i fact that he had then attained the rank of 

; colonel. 

The works abandoned and burnt by the 
French were repaired and reconstructed. 
Two hundred men of Washington's regi- 
ment were left to garrison the place, — the 
scarcity of provisions rendering it impos- 

i sible to provide for a larger force. General 
Forbes returned to Philadeljihia, where he 

I soon afterwards died. In the summer of 



168 



THE PENNSYLVANIA RAILROAD. 




VILW AT FIFTH AVENUE AND SIXTH STREET, PITTSBURG. 



1759 General Stanwix arrived and com- 
menced the erection of a new fortification, 
the plan for which was made by an engineer 
named Riitzer. This new fort was an elabo- 
rate affair, costing the British Government, 
according to Judge Brackenridge, ;^6o,ooo ; 
and while its position, commanded on all 
sides by high hills, would in this age be 
deemed a strange military selection, yet at 
the time of its erection it was declared for- 
midable enough to "secure to the latest 
posterity the British empire on the Ohio." 

Nothing of marked interest occurred at 
Fort Pitt after its erection until Pontiac's 



war, in 1763, when it and other military 
posts in the north-west were attacked by the 
savages. Its garrison, reinforced by some 
Indian traders, held out gallantly until 
relief arrived under Colonel Bouquet. An 
account of this expedition has already 
been given in the sketch of Westmoreland 
county. In October, 1772, orders were 
received by the commanding officer of the 
fort, from General Gage, then commander- 
in-chief of the British forces in North 
America, to abandon the post. In carrying 
out this order the commander sold the 
pickets, stones, bricks, timber, and iron in 



PITTSBURG. 



1G9 



the walls and buildings for fifty pounds, 
New York currency. A corporal and three 
men were left to take care of the boats and 
bateaux intended to keep up the communi- 
cation with the north-western country. The 
fort was not destroyed, though abandoned 
as a military post by the British Govern- 
ment. In the following year it was reoccu- 
pied and repaired by Dr. John Connolly, 
under orders from Lord Dunmore, gov- 
ernor of Virginia. 

In 1774 the claim which Virginia had set 
up to the south-western portion of Pennsylva- 
nia threatened the most serious consequences, 
and actually produced grave complications. 
It would be useless and uninteresting now 
to discuss the merit of this Virginia claim, 
which had at best but a flimsy basis, but the 
events resulting from it cannot be passed 
over. When Connolly, (who, by the way, 
was a native of Pennsylvania, and became an 
active tory during the Revolution, removing 
to Canada on the conclusion of the war, ) 
acting under orders from Lord Dunmore, 
took possession of the fort, he changed the 
name to that of Fort Dunmore, and issued 
a proclamation calling the militia together 
there on the 25 th of January. For so doing, 
Arthur St. Clair, a magistrate of Westmore- 
land county, issued a warrant and had him 
arrested and committed to jail at Hanna's 
town, then the seat of justice for all this 
portion of the province of Pennsylvania. 
Connolly entered bail for his appearance, 
and was released. He then went to Staun- 
ton and was sworn in as a justice of the 
peace of Augusta county, Virginia, in which 
county, it was claimed, the country around 
Pittsburg was embraced. In March he 
returned to Fort Pitt, with both civil and 
military authority, to put the laws of Vir- 
ginia in force. Early in April the court 
assembled at Hanna's town, and soon after 
it met Connolly appeared there with about 
one hundred and fifty armed men, placed 
sentinels at the door of the court-house, 
with orders not to admit the magistrates 
except by his direction, declaring that they 
had no authority to hold a court. He 
added, that, to prevent confusion, the 
magistrates might act as a court in all mat- 
ters submitted to them by the acquiescence 
of the people until he should receive instruc- 
tions to the contrary. The magistrates 
replied that their authority was derived from 
Pennsylvania, — that it had been regularly 
exercised, and would continue so to be. 



Connolly appears to have withdrawn his 
forces, and the court business proceeded. 
Three days afterward several of the magis- 
trates were arrested at Pittsburg for their 
course, and, on refusing to give bail, were 
sent off, under guard, to Staunton, Virginia. 
One of these magistrates procured an inter- 
view with Lord Dunmore, and the result 
was that they were permitted to return 
home. This controversy, with its attendant 
embarrassments, continued for more than 
five years, and in that time occupied the 
attention of the British ministry and of 
the Continental Congress. The settlers in 
the disputed country generally sympathized 
with the claim of Pennsylvania, but the 
partisans of Virginia carried measures with 
a high hand, frequently breaking open the 
jail at Hanna's town to release their friends 
who had been committed under the laws 
of Pennsylvania. Finally, on the 31st of 
August, 1779, commissioners, chosen by 
both States, met at Baltimore and con- 
cluded the following agreement: 

"We (the commissioners) do hereby 
mutually, in behalf of our respective States, 
ratify and confirm the following agreement, 
viz. : — To extend Mason and Dixon's line 
due west five degrees of longitude (to be 
computed from the river Delaware) for the 
southern boundary of Pennsylvania, and 
that a meridian, drawn from the western 
extremity thereof to the northern limit of 
said State, be the western boundary of said 
State forever." 

This agreement was confirmed and ratified 
by the Legislature of Virginia on the 23d 
of June, 1 780, and by the General Assembly 
of Pennsylvania on the 23d of September of 
the same year. Under it commissioners 
located and marked the lines as they at 
present stand, that duty being completed in 
the summer of 1784. 

During the Revolutionary war the post 
of Pittsburg was commanded by Captain 
Neville, who took possession of the fort, 
with a company of one hundred men, by 
order of the Legislature of Virginia, and who 
was succeeded, by continental authority, 
by General Hand, Colonel Brodhead, and 
General Irvine. The duty of these com- 
manders was to guard the frontiers against 
the savages who were leagued with the 
British, and preserve order among the law- 
less frontiersmen, who had but little respect 
for legal authority of any kind. These com- 
manders were vigilant, and discharged the 



170 



THE PENNSYLVANIA RAILROAD. 



duties intrusted to them in an efficient and 
satisfactory manner. The remote situation 
of the post relieved it from any prominent 
participation in the great events of the war. 
The Penn family were, as is well known, 
adherents of the crown in its struggle with 
the revolted colonies, and immediately after 
the treaty of Paris, by which the independ- 
ence of the latter was acknowledged, turned 
their attention to realizing what they could 
out of the lands held by them in Pennsyl- 
vania. Among these lands was the manor 
of Pittsburg, consisting of five thousand 
seven hundred and sixty-six acres, surveyed 
in 1769, embracing the point between the 
rivers and extending south of the Monon- 
gahela. In the spring of 1784 arrangements 
were made by the agent of the Penns to lay 
out this manor in town lots. Previous to 
this, however, in 1764, Col. John Campbell 
had laid out that part of the city lying be- 
tween Water and Second streets, and Ferry 
and Market streets, being four squares. This 
was recognized by the agent, and the plan 
of the lots not changed by subsequent sur- 
vey. Mr. George Woods, a surveyor, of 
Bedford, was employed to do this, being 
assisted in the work by Mr. Thomas Vick- 
roy, also of Bedford. These gentlemen 
performed their work acceptably, and many 
of the lots were at once sold, both to specu- 
lators and actual settlers. At that time 
there were no buildings here outside of the 
fort, except a few huts on the bank of the 
Monongahela. Arthur Lee, a diplomatist 
during the Revolution, visited Pittsburg in 
1784, and in his journal made the following 
notice of the place: — " Pittsburg is inhabited 
almost entirely by Scots and Irish, who live 
in paltry log-houses, and are as dirty as in 
the north of Ireland, or even in Scotland. 
There is a great deal of small trade carried 
on; the goods being brought, at the vast 
expense of forty-five shillings per hundred 
weight, from Philadelphia and Baltimore. 
They take, in the shops, money, wheat, 
flour, and skins. * * * Xhe place, I 
believe, will never be very considerable." 
But the small trade grew, the settlers de- 
veloped with it, and Mr. Lee's prediction 
was soon proved unsound. In 17S6, John 
Scull and Joseph Hall commenced the pub- 
lication of the Pittsburg Gazette, a news- 
paper which still lives, and the same year 
a post was established between this place 
and Bedford, extending from there to New 
York, and Richmond, Virginia. The amount 



received for postage, at Pittsburg, for the year 
ending October ist, 1790, was $110.99. The 
number of houses in the city in 1 786 was 
estimated by Judge Brackenridge at one 
hundred. A public academy was established 
here, by act of the legislature, in 1787, and 
the same year the First Presbyterian Church 
was incorporated. 

Among the industries developed here by 
the necessities of trade was the distilling of 
whisky. This article had become a staple 
of commerce with the Indians, as well as 
with the trappers and hunters on the fron- 
tier. To show how indispensable it was, in 
a business way, it is only necessary to quote 
from a letter of an agent to his principals in 
Pittsburg, in which he says: — "I am greatly 
in want of three barrels of whisky and 
a barrel of rum. For want of them, my 
neighbor gets all the skins and furs." The 
difficulty of transportation was very great, 
and the products of the soil — then almost 
all the people had to dispose of — could not 
be carried any distance. At the rate of 
sixpence per pound, the price charged, it 
would have cost about twenty dollars to 
transport a barrel of flour to the eastern 
markets. Naturally the surplus grain raised 
was utilized in the most available manner, 
and this proved to be distillation. The 
production of whisky, therefore, became an 
extensive business in all this portion of 
Pennsylvania. 

When the Revolutionary war had termi- 
nated, the financial exigencies of the Gov- 
ernment were extremely pressing, and every 
effort had to be made to raise money to pay 
its debts and meet its current expenses. 
Taxation was the only mode by which this 
could be done, as the country had no foreign 
trade upon which a tariff could be imposed. 
As a revenue measure, therefore. Congress, 
at its session of 1791, imposed a tax of from 
nine to twenty-five cents per gallon, accord- 
ing to strength, on spirits distilled from 
grain. This tax was deemed a peculiar 
oppression by many people in the south- 
western portion of Pennsylvania, and was 
resisted by them. From denunciation they 
proceeded to open outrage, subjecting the 
excise officers to indignity and harsh treat- 
ment, and in some instances burning their 
houses and other buildings. The tide of dis- 
affection spread until resistance to the Gov- 
ernment by force of arms was threatened, 
and the malcontents mustered by thousands, 
fully armed, ready to carry their threats into 



PITTSliURG. 



171 



execution. The State of Pennsylvania, either 
through want of will or power, failed to put 
an end to these outrages, and, in 1794, the 
General Government was compelled to take 
them in hand. President Washington called 
into service fifteen thousand men from the 
States of Pennsylvania, New Jersey, Mary- 
land, and Virginia, to suppress this insur- 
rection. These troops were placed under 
command of General Lee, then governor 
of Virginia — the Pennsylvanians being com- 
manded in person by Governor Mifflin. 
When the leaders of the disaffected saw 
these preparations, they adopted a prudent 
course and submitted to the law. A few of 
them were arrested, tried, and convicted, 
but executive clemency saved them from 
severe punishment. Unfortunate as this 
outbreak against governmental authority 
was, it yet resulted advantageously to the 
country around Pittsburg,^for many of 
the young men who came here with the 
forces sent to suppress it were so impressed 
with the fertility and advantages of the 
region that they returned as permanent 
settlers. 

For a number of years after Western 
Pennsylvania was settled, the Indians in the 
North-west had given much trouble by their 
persistent, and often well-planned, hostili- 
ties. The feeling between the races was 
particularly bitter, and it would be difficult 
at this day to decide which excelled in acts 
of aggression and outrage. Expeditions 
into the Indian country were made by 
troops under Mcintosh, in 1778; Brodhead, 
in 1780; Crawford, in 1782; Harmer, in 
1789; and St. Clair, in 1791. That of the 
latter was so signally defeated on the 4th of 
November as to inspire the Indians with 
renewed courage, and their hostilities be- 
came more relentless than ever. It was neces- 
sary, therefore, for the General Government 
to take action promptly and decidedly, or 
surrender the north-western territory to the 
aborigines. General Wayne was selected to 
command a new expedition, and he rendez- 
voused his army at Legionville, in the autumn 
of 1792. Here he disciplined his command 
thoroughly, and in the spring of the follow- 
ing year marched into the enemy's coun- 
try. The result of that campaign is well 
known. Wayne retrieved all the errors of 
his predecessors, and on the 24th of August, 
1793, concluded the treaty of Greenville 
with the Indians, which virtually put an 
end to hostilities. From that period the 



settlement of the country was but little 
impeded by acts of savage barbarity. 

The suppression of Indian hostilities, the 
consequent extension of the white settle- 
ments, and the growing commerce of the 
new republic, opened a trade in the West 
which tended materially to increase the 
wealth and importance of Pittsburg. Eir- 
terprising merchants in the East saw the 
advantage of its situation, and invested their 
capital in the new field of commercial ope- 
rations. Among these was Louis Anastasius 
Tarascon, a Frenchman, who had established 
himself in Philadelphia. Ascertaining the 
facilities for direct foreign trade afforded by 
the Ohio and Mississippi rivers, he estab- 
lished a house at Pittsburg and commenced 
the building of vessels. In 1801 his firm 
launched the schooner "Amity," of one hun- 
dred and twenty tons, and the ship "Pitts- 
burg," of two hundred and fifty tons, the 
former of which, loaded with flour, pro- 
ceeded to St. Thomas, in the West Indies, 
and the latter, with a similar cargo, to 
Philadelphia. These vessels were afterward 
engaged in foreign trade. In 1802 the same 
firm built the brig "Manino," of two hun- 
dred and fifty tons, and in the two following 
years the "Louisiana," of three hundred 
tons, and the "Western Trader," of four 
hundred tons. In 1797, when affairs with 
France assumed a threatening aspect, the 
Government ordered the building of two 
armed vessels at Pittsburg. These were 
named the "President Adams" and the 
"Senator Ross," and were launched in 1798 
and 1799 respectively. In 1796 Louis Phil- 
lippe, afterwards king of France, spent some 
time in Pittsburg, with two other exiled 
princes of the house of Orleans. The three 
proceeded from this place to New Orleans 
in a skiff". 

It is impossible to enter into details as to 
the commencement and growth of the vari- 
ous manufactures which have given Pitts- 
burg such prominence among the cities of 
America. A distillery was started here about 
1784, and during the same year the heirs 
of Penn sold the privilege of mining coal 
in the hill forming the south bank of the 
Monongahela, in lots extending as far as the 
centre of the hill, at thirty pounds each. 
This tract had been purchased by their 
agent for ten thousand dollars, and attached 
to the manor of Pittsburg. It was not origi- 
nally included in the property reserved. In 
1790 the first furnace for the manufacture 




IRON AND STEEL MANUFACTURE. 



PITTSBURG. 



173 



of iron in Western Pennsylvania went into 
operation. It was built by Turnbull & Mau- 
rice, and stood on Jacob's creek, about fifteen 
miles from its junction with the Youghio- 
gheny. A steam-engine was in operation 
here as early as 1794, but for what purpose 
used is unknown. In 1795 a small estab- 
lishment for the manufacture of window- 
gla.ss was started. In 1796 General O'Hara 
commenced the shipment of salt from the 
Onondaga works, in New York, to this place, 
by way of the lakes and the Allegheny river, 
and succeeded in building up an important 
trade, which continued until the Kanawha 
salt came into competition, about 1810, and 
finally the works on the Kiskiminetas and 
Allegheny rivers made this region a source 
of supply for the Ohio and Mississippi val- 
leys. A manufactory of green glassware 
went into operation in 1797, not without 
expense to its originators, for General 
O'Hara, one of its principal owners, left a 
memorandum, dated in that year, stating: — 
"To-day we made the first bottle, at the 
cost of $30,000." In 1804 a foundry for 
casting hollow ware was started, and the suc- 
ceeding year a steam flouring-mill con- 
tributed to the importance of the place. A 
rolling-mill, the earliest here of which there 
is any record, was erected in 181 2, and in 
1814a cannon foundry was built, from which 
have grown the Fort Pitt Works, celebrated 
throughout the world. 

The first decade of the nineteenth century 
was marked by no striking event in the his- 
tory of Pittsburg. It was incorporated as a 
borough in 1804, and intercourse with the 
surrounding country, facilitated by improve- 
ments, became more intimate. In 1805 
stages commenced running regularly between 
this place and Chambersburg, connecting it 
with the cities of the East, and in the fol- 
lowing year the turnpike road over the 
mountains was begun. A city charter was 
granted to Pittsburg in 1816. In 181 1 a 
new era opened by the building here of the 
first steamboat on the western waters. This 
was called the "New Orleans," and was built 
under the superintendence of Mr. Roosevelt, 
for Messrs. Fulton & Livingston, who had 
launched, four years previously, the "Cler- 
mont, "on the Hudson. The "New Orleans" 
was one hundred and thirty-eight feet keel 
and about four hundred tons burden. She 
was launched in March, and made the land- 
ing at Natchez in December, where she took 
on board freight and passengers for New 



Orleans. Seven more boats were built here 
during the following si.\ years, and then they 
had become so established in public estima- 
tion that their increase was rapid. In 1840 
eighty-nine steamboats were owned, wholly 
or in part, in this city. 

Pittsburg was now embarked in the full 
tide of progress, and since that time she has 
never lacked prosperity or been wanting in 
energy. Steam navigation made her the 
centre of an immense trade, and the pro- 
ducts of her manufactories were soon found 
in every portion of the Mississippi valley. 
The completion of the western division of 
the Pennsylvania canal, in 1829, — the im- 
provement of the navigation of the Monon- 
gahela by slackwater in 1844, and that of 
the Youghiogheny in 1850, still further 
e.xtended her prosperity. On the loth of 
April, 1845, ^ great conflagration occurred, 
laying a large portion of the city in ruins, 
and destroying property to the amount of 
nine millions of dollars; but in a few years 
all traces of the calamity were obliterated, 
and she rose from her ashes improved in 
every respect. The era of railroads found 
her humming with manufactories and teem- 
ing with trade, and their iron nerves in- 
creased her vitality. Less than a century 
has elapsed since she sprang into life, and 
yet, as a mart of industry, she now takes 
rank among the first in the world. 

The rapid growth of manufactories caused 
a number of isolated villages to spring up 
along the Allegheny and Monongahela rivers, 
and these soon developed into places of con- 
siderable importance. From time to time 
those on the Monongahela and the east bank 
of the Allegheny have been absorbed by 
Pittsburg, and now constitute one corpora- 
tion; while Allegheny City, on the west 
bank of the river of that name, continues 
to preserve a separate municipal existence, 
having grown to a magnitude which ranks 
it as the twenty-third city in population in 
the LTnited States. In all essentials of busi- 
ness Allegheny City is a part of Pittsburg, 
with which it is connected by three magnifi- 
cent bridges, making the principal streets of 
the two corporations continuous, and com- 
pletely blending tlieir travel and traffic. 

Reierence has already been made to the 
picturesque character of the scenery sur- 
rounding the metropolis of Western Penn- 
sylvania. These natural beauties have been 
enhanced by public and i)rivate improve- 
ments, and if they are marred b)' the smoke 



174 



THE PENXSVLVAMA RAILROAD. 






^ 



'Ml iCHft 




UNION DEPOT, PITTSliURG. 



which rises from a thousand manufacturing 
industries, their attractiveness is by no means 
obliterated or destroyed. No more health- 
ful city can be found in America; and in 
some of the essentials of comfort it has no 
rival. Gas is cheaper, better, and more 
abundant here than anywhere else, and the 
supply of pure water is without stint. This 
supply is secured from the Allegheny river, 
and is pumped by steam-power into an im- 
mense reservoir three hundred and ninety- 
one feet above the level of the Ohio. 

Provision has been made, in the most 
liberal manner, for the care and relief of 
suffering humanity, and the institutions 
established for these purposes rank among 
the best in the land. The Western Penn- 
sylvania Hospital, under State patronage, is 
designed for the reception of the insane and 
afflicted, as well as the sick, helpless, and 



infirm. The insane department of this 
hospital is eight miles from the city, at 
Dixmont. Among other similar institutions 
the following deserve special attention, be- 
cause of their broad field of charity and the 
excellence of their management: — Pennsyl- 
vania Reform School, for the reformation and 
moral education of vicious children of both 
sexes; Home for the Friendless; Widows' 
Home Association ; Home for Destitute 
Men; Home for Destitute Women; the 
Sheltering Arms; Ladies' Relief Society; 
the Pittsburg Free Dispensary; Pittsburg 
Infirmary; House of Industry, for poor and 
friendless girls; Homoeopathic Hospital; 
Mercy Hospital; Marine Hospital, and 
City Hospital. 

The reformatory institutions embrace the 
Western State Penitentiary, — a massive struc- 
ture, located in Allegheny City, — conducted 



PITTSBURG. 



175 



on the solitary-confinement principle, and 
the Allegheny County Workhouse and Inebri- 
ate Asylum. 

The public edifices of Pittsburg are numer- 
ous and imposing, conspicuous among which 
are the Court-house, City Hall, Custom- 
house, and United States Arsenal. From 
the court-house an e.xtended view of the city 
can be had. 

There are a number of cemeteries in the 
immediate vicinity of Pittsburg, one of 
which, on the banks of the Allegheny river, 
two miles above the centre of the city, is 
peculiarly beautiful, naturally and artificially. 
It contains one hundred and ten acres. 

The educational facilities of the city are 
superior. In addition to a complete com- 
mon-school system, conducted in a liberal 
and comprehensive manner, it has the 
Western University, the Methodist Female 
College, the Pennsylvania Female College, 
the Western Theological Seminary, and 
the United Presbyterian College, all well 
patronized and in flourishing condition. 
It contains several large public halls, an 
opera-house, and two good theatres. The 
business of the city employs a banking capi- 
tal of $12,200,000, distributed among six- 
teen banks; and it has, in addition, forty 
safe-deposit companies, with an aggregate 
capital of $5,000,000. Allegheny City has 



fourteen banking institutions, with a capital 
of §1,500,000. 

Population of Pittsburg, 86,076; of Alle- 
gheny City, 53,180; of Pittsburg and Alle- 
gheny City combined, 139,256: native, 
90,126; foreign, 43,130 ; German, 16,368; 
Irish, 17,153; colored, 3177. Population 
of Allegheny county, 262,204. Value of 
agricultural productions, $4,433,043. Num- 
ber of manufacturing establishments, 1844; 
hands employed, 34,228; wages paid, $18,- 
493.124; capital invested, $54,303,474; ma- 
terials used, $52,165,657; value of products, 
$88,789,414. Number of coal-mining estab- 
lishments, 68 ; hands employed, 6099 ; wages 
paid, $3,516,668; capital invested, $6,294,- 
350; tons mined, 2,637,269; value, $4,934,- 
286. Capital invested in iron manufactures, 
$26,962,686; hands employed, 15,541; wages 
paid, $8,102,683; products, $36,328,711; 
consumption of metal annually, 600,000 
tons. Capital invested in glass manufac- 
tories, $4,000,000; hands employed, 3733; 
wages paid, $2,251,187; materials used, 
$1,175,869; products, $5,162,362. The 
annual shipment of coal by river from 
Pittsburg is about 2,100,000 tons; by rail, 
1,500,000 tons; consumed at home, 1,500,- 
000 tons, — making an aggregate of 5,100,000 
tons from mines worked in Allegheny and 
adjoining counties. 



NEW JERSEY DIVISION-BRANCHES. 



PERTH AMBOY AND WOODBRIDGE 
BR.\NCH. 

Rahway. — Terminus of branch road. 

Junction, one and one-half miles. — Point 
of intersection with main line. 

AvENEL, three miles. 

Edgar's, four miles. 

WoODBRlDGE, five miles, is a flourishing 
town in Middlesex county, near Long Island 
Sound. The manufacture of fire-brick, drain- 
pipe, and tile is extensively carried on, giving 
employment to about four hundred and fifty 
hands, while eleven hundred more are en- 
gaged in the mining of clay, nearly four 
hundred thousand tons of which are shipped 
annually. Other industries are also in suc- 
cessful operation. The town contains excel- 
lent public and private schools, a seminary 
for young ladies, five churches, a savings 
bank, several halls, and a good hotel. Popu- 
lation, 3717. 

Spa Spring, six miles. 

Perth Amboy, eight miles, is a city and 
port of entry in Middlesex county, at the 
head of Raritan bay, and at the confluence 
of the Raritan river with the Arthur Kill, 
or Staten Island Sound. It lies fourteen 
miles from the sea, at Sandy Hook, and 
twenty-five miles by the Sound from New 
York. The port is one of the best on the 
continent; is easily approached from the sea 
by a broad estuary, having generally twelve 
feet of water, and in the main channel 
from twenty-four to twenty-six feet. This 
advantageous site for a town was early 
noticed by the agents of the East Jersey 
proprietaries: in the language of Deputy 
Governor Lawrie, in 16S4, "there being no 
such place in all England for conveniency 
and pleasant situation." The place was 
known to the aborigines as " Ambo" — the 
Point, and was greatly resorted to by them 
on account of its fish and oysters, the lat- 
ter of which are yet abundant. The relics 
of Indian festivities are still visible in the 
large quantities of oyster shells which mingle 



with and enrich portions of the soil. The 
name of Perth was given to it in honor of 
James, Earl of Perth, one of the twenty-four 
proprietaries, and it was called by that name 
in their instructions until 1698, when, for 
the first time, in the instructions of the 
deputy governor, Basse, the name of " Perth 
Amboy" is used. The town was originally 
laid out into one hundred and fifty lots, 
by Samuel Gawen, one of the proprietaries 
and surveyor-general, as early as 1683. In 
the following year Gaven Lawrie, a proprie- 
tary and deputy governor, added large tracts 
for out-lots. The town plot was designed 
to contain fifteen hundred acres, and lots 
were sold at twenty pounds, with the con- 
dition that the purchasers should each build 
a house thirty feet long by eighteen feet 
wide. Lawrie contracted at this time for 
the erection of several houses for the pro- 
prietaries, and one, sixty feet long and 
eighteen feet wide, for the governor. He 
was directed to make the town the seat of 
government and the chief mart of the prov- 
ince, and to incorporate the inhabitants, by 
charter, with the necessary jirivileges and 
jurisdiction of a city. 

It was a favorite spot with the East Jer- 
sey proprietaries, who used many efforts to 
render it the site of a large city; but it 
was overshadowed by New York, and their 
exertions were in vain. After the surrender 
of the proprietary government to the crown, 
the general assembly and the supreme court 
of the province assembled at this place and 
Burlington alternately. 

As already stated, the city was incorpo- 
rated under the proprietary and royal gov- 
ernments. On the 2ist of December, 1784, 
a charter was granted by the assembly, 
embracing the provisions of the prior ones, 
and defining its boundaries. In 1S70 the 
present charter was obtained. 

The land upon which the city is built is 
of alluvial formation, consisting of clay, 
sand, loam, and gravel, in which, at various 
depths, are found organic remains. It is 



(176) 



NEW BRUNSWICK— JUNCTION— VOORHEES— CLYDE, ETC. 



177 



elevated above the tide some forty 
or fifty feet, and is undulating in 
its surface. From its agreeable po- 
sition, vicinity to the ocean, and 
sea-water baths, Perth Amboy is a 
pleasant residence during the sum- 
mer months, and is much visited 
for recreation by the citizens of 
New York. The hotel accommo- 
dations are good and extensive. 
It contains manufactories of pot- 
tery, paper, corks, and fire-brick, 
employing in the aggregate fully 
three hundred men, and the oyster 
business constitutes an active trade. 
Schools are abundant, including a 
seminary for young ladies, and the 
town contains seven churches, two 
public halls, and two banking insti- 
tutions. During 1872 fifteen ves- 
sels entered the port from foreign 
countries, and five cleared from it. 
The vessels engaged in the coastwise trade 
and fisheries at the port numbered, in the 
same year, seventy-seven. The number of 
vessels enrolled and licensed at the port on 
the 30th of June, 1872, was seventy-six. 
Population, 2861. 




MILLSTONE AND NEW BRUNSWICK 
AND MERCER AND SOMERSET 
BRANCHES. 

New Brunswick. — Terminus of road. 

Junction, two miles. 

VooRHEES, three miles. 

Clyde, four miles. 

MiDDLEBUSH, five miles. 

East Millstone, eight miles, is a village 
on the Delaware and Raritan canal, where 
connection is made with the Mercer and 
Somerset Railroad. It contains several 
hotels, two public schools, four churches, 
two public halls, and is a place of consider- 
able business. Population about 1000. 

West Millstone, nine miles. 

HiLLSBORO, eleven miles. 

Harlingen, fourteen miles. — A manufac- 
tory of rubber goods is near this station, 
and several mills are located in the vicinity. 
The surrounding country is highly improved. 
The village contains good schools, a church, 
a public hall, two hotels, and a population 
of about 150. 

Blaweneurg, seventeen miles. 

SrouTSBURG, nineteen miles. 

Hopewell, twenty-one miles. — This vil- 



WASHINGTON'S IIEADQU.\RTERS AT ROCKY HILL. 



lage contains a female seminary, a public 
hall, and two hotels. A steam saw-mill, 
employing fifteen men, is in operation here. 
Population, 416. 

Marshall, twenty-four miles. 

Pennington, twenty-six miles, is a beau- 
tiful place, noted for its institutions of 
learning, which include the New Jersey 
Conference Seminary and two academies, 
with an aggregate attendance of about two 
hundred and fifty pupils. There are three 
churches, a public hall, and two good hotels 
here. Population about 800. A daily stage 
runs to and from Trenton, distance eight 
miles. 

WooLSEY, twenty-eight miles. 

Burroughs', thirty miles. 

Somerset Junction, thirty-one miles. — 
Point of intersection with Belvidere Dela- 
ware Railroad. 



ROCKY HILL BRANCH. 

Monmouth Junction. — Point of intersec- 
tion with main line. 

Kingston, five miles. — This village ex- 
tends into three different counties, and is 
surrounded by a well-cultivated country. It 
contains a sash factory, steam saw-mills, and 
several other minor industries. A lock on 
the Delaware and Raritan canal here is 
worked by steam-power. Population about 
300. 

Rocky Hill, seven miles, is on the Mill- 
stone river, along which the Delaware and 



178 



THE PENNSYLVANIA RAILROAD. 



Raritan canal is constructed, and is about 
three miles north-east of Princeton. After 
the surrender of Cornwallis, at Yorktown, 
Virginia, and the return of the American 
army to the vicinity of the Hudson, in 1783, 
Washington was summoned before the Con- 
tinental Congress, then sitting in Princeton, 
to advise as to the future of the nation. 
Sparks, in his "Life of Washington," says: — • 
"A house was provided for him at Rocky 
Hill, three or four miles from Princeton, 
where he resided, holding conferences from 
time to time with committees and members 
of Congress, and giving counsel on such sub- 
jects as were referred to his consideration." 
Negotiations for peace were then going on, 
and it was while Washington resided here 
that he wrote his farewell address to the 
army. The house in which he lived is still 
standing. 

Rocky Hill is the terminus of the branch 
road, and contains two flour-mills, a plaster- 
mill, a woolen-mill, a saw-mill, a manufac- 
tory of rubber goods, and a number of stores 
and shops. The land adjacent is productive, 
and formerly a copper mine was worked in 
the vicinity. The village has three churches, 
a hotel, and a population of about 500. 



MONMOUTH JUNCTION AND JAMES- 
BURG BRANCH. 

Monmouth Junction. — Point of inter- 
section with main line. 

Dayton, two miles. 

Jamesburg, six miles. — (See Camden and 
Amboy Railroad for description.) 



PRINCETON BRANCH. 

Extending from Princeton Junction to 
Princeton, a distance of three miles. (See 
main line for description.) 



BELVIDERE DELAWARE RAILROAD. 

Trenton. — Point of intersection with 
main line. 

Coal Port, one mile. 

Warren Street, two miles. 

Asylum, four miles. 

Greensburg, six miles. 

Scudder's Falls, seven miles. 

Somerset Junction, eight miles. — Junc- 
tion of Mercer and Somerset Railroad. 



Washington's Crossing, nine miles, is 
the point at which Washington, with his 
army, crossed the Delaware on Christmas 
night, 1776, to attack the Hessians in Tren- 
ton. It was then known as McKonkey's 
Ferry — its present name being given it in 
commemoration of the event stated. Oppo- 
site this station is the village of Taylorsville, 
in Pennsylvania, the two places being con- 
nected by a bridge over the Delaware. 

TiTUSViLLE, eleven miles. 

Moore's, thirteen miles. 

Lambertville, sixteen miles, — the largest 
town in Hunterdon county, — is built on the 
Delaware river, immediately opposite New 
Hope, Pennsylvania, with which it is con- 
nected by a covered bridge. It possesses 
excellent water-power, and superior iron 
ore is found in the vicinity. These and 
other advantages give it facilities as a site 
j for manufactories, of which it has a number, 
) among them being one of India rubber 
goods, one of locomotives, two of railroad 
cars, a machine-shop, flouring-mills, saw- 
mills, rope and twine factories, paper-mills, 
and others, employing together about five 
hundred hands. There are in the town two 
public halls, five churches, several good 
hotels, a bank, and other public institutions. 
The business of the place is active and 
flourishing. Population, 3842. A daily stage 
runs to and from Doylestown, Pennsylvania. 
Number of manufacturing establishments, 
614; capital invested, §2,136,681; hands 
employed, 2273; wages paid, 5677,657; ma- 
terials used, §3,025,765 ; value of products, 
§4.754,685.* (Junction of Flemington Rail- 
road, which runs via Mount Airy, Barber's, 
Ringoes, and Copper Hill to Flemington, 
twenty-eight miles, the county seat of Hunt- 
erdon county.) Flemington is a place of 
some trade, and the discovery of copper-ore 
in its vicinity has been the cause of con- 
siderable speculation. It contains many fine 
buildings, among them being four churches, 
a public hall, a bank, a large academy, and 
the county buildings. Population, 141 2. A 
daily stage runs to White House, distance 
ten miles. (Junction with South Branch 
Railroad, which connects with the New Jer- 
sey Central at Somerville.) 

Stockton, twenty miles. 

Bull's Island, twenty-three miles. — A 
covered bridge crosses the Delaware here, 
connecting with Lumberville, Bucks county, 

* Includes Hunterdon county. 



POINT PLEASANT— TUMBLE— FRENCHTOWN, ETC. 



179 



Pennsylvania. Valuable stone quarries exist 
near this place, on both sides of the river, 
and the scenery in the vicinity is charm- 
ingly picturesque. 

Point Pleasant, twenty-five miles. — Two 
flour and two saw mills are located here, and 
an active general business is transacted. The 
village contains several hotels, a church, 
good schools, and a population of about 300. 
A daily stage runs to anti from Doylestown, 
distance nine miles. 

Tumble, twenty-six miles. 

Frenchtown, thirty-two miles, is a bor- 
ough in Hunterdon county. It has several 
churches, a national bank, and a grist and 
saw mill. Population, 912. 

MiLFORD, thirty-five miles, has an active 
lumber trade, and contains some fine build- 
ings. A bridge crosses the river here. 
Nearly opposite to Milford, on the Penn- 
sylvania side of the river, are "High Falls 
creek" and the "Ringing Rocks," objects 
of considerable interest to those who admire 
nature's beauties and wonders. Ascending 
the bed of the creek, which can be done by 
pedestrians in summer when the water is 
low, numerous rocks are encountered, of no 
particular character and shape, and varying 
in size from a hazel-nut to a hay-stack, which 
are tumbled around in the wildest disorder. 
At the distance of about a mile from the 
river, "High Falls," from which the creek 
derives its name, are reached. Here the 
stream makes a fall of thirty feet or more, 
and then loses itself among the great 
boulders. Above and below the falls there 
are stretches of almost level rock, which 
terminate in abrupt descents making numer- 
ous small cascades. About a fourth of a 
mile from the High Fall, at a right angle 
with the stream, are the "Ringing Rocks." 
They are upon elevated ground, and cover 
probably two acres in extent. They consist 
of fragments of stone of a dark reddish color, 
piled promiscuously over the entire sur- 
face, — not a tree or shrub appearing among 
them. They vary considerably in size, some 
of them being quite large. When struck 
with a hammer or stone, they give forth 
clear, ringing notes, the pitch of which 
seems to be governed by the size and shape 
of the rock. Some resemble church bells, 
while others remind one of a blacksmith's 
anvil. 

Iron-ore is mined in the vicinity of Mil- 
ford, and the town contains several hotels, 
churches, and a public hall. This locality 



is frequented by visitors in summer, for 
whom good accommodations are provided. 
Population about 600. A daily stage runs 
from here to Clinton, New Jersey, distance 
fifteen miles. 

Holland, thirty-eight milesi. 

RiEGELSViLLE, forty-two miles. — This sta- 
tion accommodates the villages of Riegels- 
ville, on the Pennsylvania side of the Dela- 
ware, and Finesville, on the New Jersey 
side. The Durham Iron Works are near 
Riegelsville, and employ about two hundred 
hands. There is an edge-tool manufactory 
at Finesville. The two villages contain a 
population of about 500. Stage lines run 
daily from Riegelsville to Doylestown, and 
tri-weekly to Quakertown. 

Carpenterville, forty-six miles.- — Iron- 
ore mines are worked near this station, ship- 
ping about twelve hundred tons annually. 

Lehigh Junction, fifty miles. 

Phillipsburg, fifty-one miles, is in War- 
ren county. New Jersey, directly opposite 
the city of Easton, at the mouth of the 
Lehigh valley, — one of the richest and most 
highly-developed mineral regions of the 
Keystone State. It is a place of large busi- 
ness, both manufacturing and shipping, and 
improves rapidly. Its principal manufac- 
tures are those of iron and iron products, 
for which it has great facilities owing to its 
proximity to the ores and furnaces on the 
Lehigh and in Northern New Jersey, and to 
the immense anthracite coal deposits of 
Pennsylvania. It is built upon high ground, 
and from certain points within its limits 
extended and beautiful views are presented. 
Two substantial bridges connect it with 
Easton, and so closely are its interests 
blended with those of its Pennsylvania 
neighbor that the two may almost be con- 
sidered as one community. 

Phillipsburg is an old town, — older, even, 
than Easton, — although it is only within the 
last thirty years that it has shown any con- 
siderable degree of enterprise and improve- 
ment. The site it occupies was that of an 
Indian town, called Chinktewunk, which is 
shown upon a map made by Von der Donk, 
a Dutch engineer, in 1654. Its name ap- 
pears to have been given it in honor of an 
Indian chief, named Philip, a friend of the 
great Tedyuscung who figures so prominently 
in the early colonial history of Pennsylvania. 
The opening of the Morris canal, in 1832, 
infused some life into it, but not enough to 
lift it out of the stagnation of a straggling 





'^^^i^^^W^M&'^^^^^^mm 



DELAWARE WATER GAP. 



HARMONY— MARTIN'S CREEK— HUTCHINSON'S— ROXBURG, ETC. 



181 



village. The building of the New Jersey 
Central Railroad, which was completed in 
1852, contriljuted much to its prosperity, 
and the construction of the Belvidere Dela- 
ware Railroad, in 1854, placed it on the 
high road to prominence. About 1850 a 
number of important manufactories were 
established, and from that time its progress 
has been rapid and steady. The town con- 
tains several fine churches, a large academy 
and other institutions of learning, some good 
hotels, and two banks. Population, 5932. 
(Terminus of New Jersey Central Railroad, 
Morris and Essex Railroad, Lehigh and Sus- 
quehanna Railroad, and Lehigh Valley Rail- 
road. Also, western terminus of the Morris 
and Essex canal. ) 

Harmony, fifty-four miles. 

Martin's Creek, fifty-eight miles. 

Hutchinson's, sixty miles. 

RoxBURG, sixty-one miles. 

Belvidere, sixty-five miles, is the county 
seat of Warren county, and is built on both 
sides of Pequest creek, at its junction with 
the Delaware river. This creek has a fall 
of nearly fifty feet in the last mile of its 
course, and, being a large stream, furnishes 
excellent water-power. This power is util- 
ized for the driving of grist and saw mills, 
a cotton factory, and other industries. The 
town has a growing trade and bears many 
evidences of- prosperity. It is well sup- 
plied with churches, has a large academy, 
good hotels, a bank, and two public halls. 
Many of its edifices are handsome structures 
of brick or stone. Iron-ore is extensively 
mined in the neighborhood. The cele- 
brated Schooley's Mountain Springs, a popu- 
lar resort in summer, is but nineteen miles 
from this place. Fifteen miles north of it 
is a small mountain lake, perhaps two miles 
in circumference, at an elevation of near 
fourteen hundred feet above the Delaware 
river. It is very deep and teems with 
fish. It seems to lie almost on the sum- 
mit of the mountain, and from its im- 
mediate vicinity is obtained a magnificent 
view of the river and the surrounding 
country for many miles. Belvidere was 
incorporated in 1845. Population, 1883. 
Number of manufacturing establishments, 
358; capital invested, ^3, 191, 023; hands 
employed, 2787; wages paid, §1,047,585; 
materials used, 53,811,489; products, §5,- 
996,965.* A stage runs semi-weekly be- 

* Inchides Warren county. 



tween Belvidere and Danville, distance 
twelve miles. 

Manunka Chunk, sixty-eight miles.— 
Junction with Delaware, Lackawanna and 
Western Railroad, by which the Delaware 
Water Gap is reached — distance ten miles. 
The Delaware Water Gap may be classed 
among the most picturesque and sublime 
scenery to be found in America. Here the 
river has forced its way through the great Blue 
Ridge chain of mountains, and in so doing 
has carved the face of nature into wonder- 
ful shapes and forms. It is compressed, for 
a distance of about two miles, into a narrow 
gorge, scarcely allowing space for a road- 
way. The mountains rise precipitately from 
the clear, deep water to a height varying 
from a thousand to twelve hundred feet, and 
are covered by a primitive forest growth, 
which softens their hard outlines and sub- 
dues their ruggedness. The streams seeking 
outlets into the Delaware are broken into 
numerous cascades and cataracts, some of 
which are known as "Caldeno Falls," 
"Lover's Leap," "Marshall's Falls," and 
"Bushkill Falls," each one having its pecu- 
liar beauties. "The Hunter's Spring" 
and "Cold-Air Cave" are also interesting 
resorts ; and many other attractions might 
be named — secluded dells and extended 
prospects — well worth seeking out, particu- 
larly in summer, when the pure mountain 
air and the cooling shade are so welcome to 
the dwellers in cities. 

A settlement was made here about 1800, 
when a small log-house was built near 
where the "Kittatinny House" now stands. 
Twenty years afterward the first visitors 
summered at the Gap, and in 1832 it was 
regularly opened as a place of resort. The 
accommodations now provided for visitors 
are extensive and excellent. 

It is possible that the first white settle- 
ments made in Pennsylvania were on the 
Minnisink flats of the Delaware, immedi- 
ately above the Water Gap. To this point 
the Dutch penetrated, and here they estab- 
lished themselves, when they held New 
Amsterdam (now New York), previous to 
the English acquisition of the same in 1664. 
Their settlements extended for forty miles 
along the river. They had a good road, 
connecting with the Hudson, called the 
Mine road ; and they were certainly engaged 
in working mines of some kind, but what 
they were or where they were, is not now 
known. They had no knowledge of the 



182 



THE TENNSYLVANIA RAILROAD. 



lower Delaware, and did not appear to know 
how or where the river reached the ocean, 
when Penn arrived in 1682. All their trade 
and communication was with the settlements 
on the Hudson river. 

The Monseys, or Wolf tribe of Indians, 
one of the grand divisions of the Leni 
Lenape, had their council-fire near the 
Water Gap, and a tradition of theirs is, that 
ages ago, the waters of the Delaware were 
here dammed by the mountains, covering 
the country north of them with a great lake. 
In time the channel was cut through and 
the lake drained ; hence the local name 
of "Minnisink," signifying, in the lan- 
guage of the Leni Lenape, "the waters are 
gone." The theory upon which this legend 
is based is sustained by facts given in 
Rogers' "Geology of Pennsylvania," and 
by a statement in Mr. Brodhead's work on 
the Water Gap, that the conical hills, near 
the mouth of Bushkill creek, are masses of 
sand and pebbles from base to apex, with 
an occasional rounded boulder, showing the 
action of water in their formation. This 
portion of Pennsylvania and New Jersey is 
extremely interesting to the admirer of 
nature, as well as to the student of her 
mysteries. The entire valley of the river 
above Trenton is one of peculiar attractive- 
ness, and probably no railroad of equal 
length in the United States passes through 
more exquisite scenery than the Belvidere 
Delaware. 



BUSTLETON BRANCH. 

HoLMESBURG JUNCTION. — Point of con- 
nection with main line. 

HoLMESBURG, one-half mile, is a rural 
village within the corporate limits of Phila- 
delphia. It numbers among its industries 
print-works, a cotton factory, and shovel- 
works, employing together some three 
hundred hands. The adjacent country is 
naturally beautiful and fertile, and is highly 
improved. The village contains five 
churches, a public hall, a seminary, a large 
public school, and two hotels. Population 
about 1500. 

Rowland's, one and one-half miles. 

Ashton's, two miles. 

Blue Grass, three miles. 

BusTLETON, four miles, is the terminus of 
the branch, and is also within the limits 
of Philadelphia. It contains print-works, 
an edge-tool factory, and other industries. 



and has four churches, a grammar-school, a 
public hall, and two hotels. This portion 
of rural Philadelphia is dotted over with 
handsome country seats. Population about 
500. A stage line runs daily each way 
between this station and Smithfield and 
Frankford. 



CAMDEN AND AMBOY RAILROAD. 

South Amboy, thirty miles by water from 
New York, — in Middlesex county. New Jer- 
sey, on the south side of Raritan bay at the 
mouth of Raritan river, — is the eastern ter- 
minus of the Camden and Amboy Railroad, 
where connection is made with steamboats 
for that metropolis, and by ferry with Perth 
Amboy, connecting there with the Perth 
Amboy and Woodbridge Branch. The 
"Camden and Amboy" was the first steam 
route completed between Philadelphia and 
New York, and for many years was a 
favorite with travelers. The steamboat ride 
through Staten Island Sound and New York 
bay is very pleasant, bringing into view most 
of the attractions surrounding the commer- 
cial metropolis, and renders this a favorite 
route for excursion parties from Philadelphia 
and other places in Pennsylvania and New 
Jersey. Since the completion of the railroad 
line via Trenton, Elizabeth, New Brunswick, 
Newark, and Jersey City, the through travel 
to New York has, however, been almost 
monopolized by that route. 

South Amboy is a place of considerable 
importance, containing manufactories of pot- 
tery, extensive railroad shops, and shipping 
large amounts of excellent clay, found in the 
vicinity, to different parts of the United 
States. The shipments of anthracite and 
bituminous coal from this port amount to 
more than a million tons a year. Popula- 
tion, 4225. 

Old Bridge, thirty-eight miles. — Several 
manufacturing industries are located here, 
among them being a very extensive drug- 
mill. Population about 400. A daily stage 
runs from here to South River. 

Spottswood, forty miles. — Manufacturing 
industries are in active operation at this 
station, and include snuff, tobacco, and cigar 
factories, drug, flouring, hominy, and saw 
mills, employing in the aggregate near one 
hundred hands. The village contains three 
churches, two good hotels, a public hall, and 
a population of about 800. 



JAMESliURG— PROSPECT PLAINS— CRANBURY, ETC. 



183 



Jamesburg, forty- 
four miles, is in Mid- 
dlesex county, at the 
junction of the Cam- 
den and Amboy with 
the Freehold and 
Jamesburg Agricultu- 
ral Railroad, and the 
branch road to Mon- 
mouth Junction on the 
main line. It is a 
place of considerable 
business activity, con- 
taining manufacturing 
industries which em- 
ploy near seven hun- 
dred hands, and has 
a national bank, an 
academy, and a good 
hotel. The State Re- i ^^-^^ 
form School for boys, ^B^^- ^\ 
incorporated in 1865, - -^'^ ' 
is located here. The 
object of this school 
is to "bring wayward 
and criminal youth under care, discipline, 
education, and religious training;" and 
up to the present time more than three 
hundred juvenile offenders have been com- 
mitted to it. The school now contains about 
one hundred and fifty boys. A similar 
school for girls is located at Trenton. Ad- 
joining the school buildings, on the right, 
is an old frame farm-house, well preserved, 
which was built during the French war of 
1754-6, and used at that time for the deten- 
tion of French prisoners. Population about 
1000. 

Prospect Plains, forty-six miles. — The 
country adjacent to this station, as well as 
generally along the line of railroad, is fertile 
and well cultivated, producing the cereals 
and small fruits in great abundance. Some 
minor manufactories are located here, and 
the village contains two churches, good 
schools, hotels, and a population of about 
300. 

Cranbury, forty-eight miles, in Middle- 
sex county, is a thriving town, containing 
an academy, two churches, several hotels, 
and various manufacturing industries. Popu- 
lation about 2000. Stage lines run daily 
between Cranbury and New Brunswick, and 
Cranbury and Plainsboro. 

HiGHTSTOWN, fifty- one miles, on the 
headwaters of Millstone river, in Mercer 
county, contains two academies, six churches, 




:P ^^ 




OLD HOUSE AT JAMESBURG. 

two banks, four hotels, two public halls, and 
a number of shops and stores. Accommo- 
dation trains run twice each way per day 
between this point and New York. Popu- 
lation, 1347. (Eastern terminus of Pem- 
berton and Hightstown Railroad. ) 

Windsor, fifty-five miles. — Population 
about 225. 

Newtown, fifty-eight miles. — Population 
about 200. 

Yardville, sixty-one miles. — Among the 
industries in operation here are a manufactory 
of cotton yarns, and flour and saw mills. 
The town contains two churches, private 
and public schools, two hotels, and a popu- 
lation of about 800. 

BoRDENTOWN, sixty-four miles, — a city in 
Burlington county, — is built on the Delaware 
river, at the mouth of Crosswicks creek, 
six miles south of Trenton. It is the termi- 
nus of the Delaware and Raritan canal. 
The railroad passes under the principal 
streets by means of a viaduct. The busi- 
ness of the city is active and increases 
rapidly. It is noted for its institutions of 
learning, — particularly those for females, — 
among which are a college and several semi- 
naries. Steamboats connect it with Phila- 
delphia in the summer months, and it 
is a popular place of resort and temporary 
residence for the citizens of the metropo- 
lis of Pennsylvania, who find excellent 



184 



THE PENNSYLVANIA RAILROAD. 



accommodations in its hotels and private 
houses of entertainment. 

The town was founded by Joseph Borden, 
an early settler here, and has borne his 
name for more than a century. It was in- 
corporated as a borough, December 9th, 
1825, and as a city, April 3d, 1867. It is 
one of the most beautiful towns on the [ 
Delaware, and is alike remarkable for its 
salubrity, cleanliness, and the neatness of 
its dwellings. Built on a plane sixty-five 
feet above the surface of the river, from 
which there is a descent upon three sides, 
its streets are dry, and, lined by umbrageous 
trees, furnish agreeable promenades during 
the summer season. From the brow of the 
hill there is a delightful view of the majestic 
river. The beauty of this scene is greatest 
in the autumn, when the thousand varied 
and brilliant tints of the forest trees are 
contrasted with the deep azure of the sky 
and the limpid blue of the mirror-like 
waters. The attractions of the scene deter- 
mined Joseph Bonaparte, Count de Survil- 
liers, in his choice of a residence in this 
country; and this distinguished exile^who 
had occupied two thrones, and had preten- 
sions, based on popular suffrage, to a third — 
dwelt here many years in philosophical 
retirement. He had in the vicinity about 
fifteen hundred acres of land, part of which 
possessed natural beauty, and this his taste 
and wealth enabled him to embellish. At 
the expense of some hundred thousand 
dollars, he converted a wild and impover- 
ished tract into a park of surpassing beauty, 
blending the charms of woodland and plan- 
tation scenery with a delightful water pros- 
pect. The present buildings, plain but 
commodious, are the site of the offices of 
his original and more splendid mansion, 
which was destroyed by fire, together with 
some rare pictures from the pencils of the 
first masters, whose merit made them in- 
valuable. With characteristic liberality, the 
Count opened his grounds to the public, 
but he was ungratefully repaid by the de- 
facement of his ornamental structures and 
the mutilation of his statues. 

Joseph Bonaparte, sometime king of 
Naples and Sicily, afterwards of Spain, and 
later known as Count de Survilliers, was 
born at Ajaccio, January 7th, 1768, and was 
the eldest son of Carlo Bonaparte. He was 
educated at the college of Autun, France, 
and at Pisa University. In 1813, while 
king of Spain, he was obliged, by the success 



of the allied armies, for the third time to 
leave his throne. More than once he offered 
to resign his crown, but was induced by 
Napoleon, his younger brother, to remain. 
After the battle of Vittoria, (June, 181 3,) 
where he narrowly escaped being taken 
prisoner by the English, he returned to 
France. In January, 1814, when the em- 
peror set off for the army, he appointed 
Joseph head of the council of regency and 
lieutenant-general of the empire. Subse- 
quent to the events of 1814, he retired to 
his estate at Prangin, near Lake Leman, 
where he remained until the emperor's re- 
turn from Elba, in 181 5, when he rejoined 
him. After Waterloo, and the emperor's 
second abdication, Joseph retired to the 
United States, and, having traveled through 
several States, he purchased his estate at 
Bordentown, under the title of "Count de 
Survilliers." Here he lived in a state of 
affluence, affording employment to many 
of the laboring population, and hospitality 
to the French emigrants who resorted to 
America. His wife remained in Europe with 
her two daughters, residing at Brussels and 
afterwards at Florence, but subsequently the 
daughters joined their father at Bordentown. 
When the French revolution of 1830 became 
known in the United States, Joseph wrote a 
long address to the House of Deputies, in 
which he put forth the claims of his nephew, 
the late emperor. The letter, however, was 
not read to the chamber. He went himself to 
England soon after, and at last repaired to 
Italy, where he died at Florence, in July, 
1 844. Among the French exiles who clung 
around the ex-king while he resided at 
Bordentown, was Prince Murat, who seems 
to have been as improvident as he was dis- 
sipated, and more than once Joseph Bona- 
parte paid his debts to save his reputation. 
Murat, in conversation with some boon 
companions, once said: — "My father was 
born a peasant and became a prince, while 
I was iDorn a prince and will become a 
peasant." Fortune and Napoleon III. pro- 
crastinated, if they did not prevent, the 
fulfillment of the prediction. 

Among the more prominent industries 
of Bordentown are a forge, a foundry, a sash- 
factory, saw and flour mills, a ship-yard, and 
a carriage factory. An extensive business is 
done in dry goods, groceries, and lumber. 
It contains seven churches, an opera-house, 
two public halls, a bank, and four good hotels. 
Population, 6041. Stages run daily from 



WHITE HILL— KINKORA— FLORENCE— STEVENS', ETC. 



185 



Bordentown to Allentown, Crosswicks, New 
Egypt, and Paintsvillc. (Junction of Bor- 
dentown branch road to Trenton.) 

White Hill, sixty-five miles. — Located at 
this station are a steam-forge, car-wheel 
works, and boiler works, employing together 
one hundred and seventy-five hands. The 
town contains a church, a public hall, two 
hotels, and a population of about 800. 

KiNKORA, sixty-seven miles. — During the 
winter season considerable quantities of ice 
are gathered near this station, large numbers 
of men being engaged in the business. The 
making of brick is also a prominent industry. 
(Junction of Kinkora Branch to New Lisbon, 
where connection is made with the Pember- 
ton and New York Railroad.) 

Florence, sixty-nine miles, is a favorite 
resort for excursionists in the summer, who 
can reach it by steamboats on the Delaware, 
as well as by railroad. About twenty years 
ago efforts were made to popularize this 
place by the erection of a large hotel and 
other improvements, and for a time the 
name of "Florence Heights" was very 
common in Philadelphia, being woven into 
comedy and presented on the stage; but it 
has not succeeded in dwarfing its neighbors 
by rapid growth. Like other places on the 
Delaware, it presents many attractions for 
summer residence or sojourn. A large iron 
foundry and a water-cure establishment are 
located here, and the settlement contains 
two hotels, two churches, and a population 
of about 600. 

Stevens', seventy-two miles. 

Burlington, seventy-four miles, is a city 
and port of entry on the Delaware river, 
which is here about one mile in width. It 
is beautifully laid out, with wide, straight 
streets, well shaded and lighted with gas. 
The houses are generally built of brick, and 
many of them are handsome structures. 
Particularly can this be said of those on the 
Delaware front, where ornamental grounds 
and an extended river view make them very 
attractive. The city is well supplied with 
water, elevated by means of hydraulic ma- 
chinery. There are six churches, representing 
all the prominent religious denominations ; 
and among its educational institutions may 
be enumerated Burlington College, founded 
in 1846 by the Episcopalians, and St. Mary's 
Hall, a boarding-school for girls, both under 
the supervision of the bishop of the diocese, 
who resides here. The public schools of the 
city are among the best of their kind. Con- 



tiguous to the city are a number of fine 
country seats, occupied principally as sum- 
mer residences by Philadelphians. Steam- 
boats run regularly and frequently to and 
from Burlington in summer. There are 
several fine hotels in the city, as well as two 
banks, a public library, and three halls. The 
manufacturing industries include iron works, 
stove works, carriage factory, packing-box 
factory, and shoe factory, employing an ag- 
gregate of more than seven hundred hands. 

The first settlements were made here 
in 1677. In that year the ship "Kent" 
arrived at New Castle with two hundred 
and thirty passengers, mostly Friends of 
good estate. Not being well accommo- 
dated in that locality, they proceeded on 
up the river to Chygoe's Island, (now Bur- 
lington,) so called after an Indian sachem 
of the Mandas tribe, who lived here. The 
town plot was purchased from the Indians, 
and named New Beverly. During the fol- 
lowing year the ship "Shield," from Hull, 
visited the settlement with colonists, and 
it is recorded that when this vessel was 
passing the high land on which Philadel- 
phia was afterwards built, some of the 
passengers were led to exclaim, "What a 
fine place for a town !" The settlement 
progressed rapidly — as many as three hun- 
dred and sixty colonists arriving here in 
one year from England. A considerable 
trade was carried on by means of sloops, 
and when Philadelphia was colonized, the 
settlers at Burlington and vicinity were 
ready to sell the colonists supplies. Dur- 
ing the Revolutionary war it was for a time 
occupied by the British and Hessians as an 
outpost, — Count Donop, the commander-in- 
chief of the Hessians, having his head- 
quarters at Mount Holly, about seven miles 
distant, during part of 1776 and 1777. 

In 1677 Burlington was laid out as a 
town, and in 1693 was incorporated by the 
proprietary government. In 1784 it was 
chartered as a city. Population, 5817. Num- 
ber of manufacturing establishments, 339; 
capital invested, $2,277,075; hands em- 
ployed, 3283; wages paid, $1,249,405; 
materials used, $2,896,937 ; value of pro- 
ducts, $4,884,438.-'' ( Junction of Burlington 
Branch to Mount Holly.) A tri-weekly 
stage runs between Burlington and Jobs- 
town. 

Edgewater, seventy-six miles. — Like 

* Includes Burlington county. 



186 



THE PENNSYLVANIA RAILROAD. 



Other towns on the Delaware, this is a de- 
lightful place in summer, and congregates a 
large number of visitors. In its accommo- 
dations and surroundings it embraces many 
attractions. 

Beverly, seventy-seven miles, is pleas- 
antly located on the Delaware river, and 
contains many handsome residences. It 
has been built since 1848, and already rivals 
some of its older neighbors in population 
and importance. It was incorporated as a 
city in 1S57. An extensive rope-walk and 
a stocking factory are located here, and the 
city contains several churches, a large hotel, 
two extensive boarding-houses, a preparatory 
school, excellent public schools, and two 
halls. Population, 141 8. 

Perkins', seventy-eight miles. 

Delanco, seventy-nine miles, on the Ran- 
cocas river, near the Delaware, is a place of 
growing importance, and a favorite summer 
residence and resort. Population about 500. 

Riverside, seventy-nine and one-half 
miles, is a pleasant village near the junction 
of the Rancocas and Delaware rivers. 

Cambridge, eighty and one-half miles. 

Taylor's, eighty-one miles. 

RivERTON, eighty-three miles. — Several 
large boarding-houses are located here and 
are well patronized, — the locality meriting 
and enjoying a high degree of popularity 
as a retreat during the summer months. 
The village contains one church, private and 
public schools, and a population of about 
225. 

Palmyra, eighty-four miles. 

Morris', eighty-five miles. 

Fish House, eighty-seven miles, is a noted 
place of resort for disciples of Isaac Walton, 
who sometimes mingle politics with their 
piscatorial avocations, and devise schemes 
of government while enticing the finny tribe 
from their element. Two brick manufac- 
tories are in operation here, employing near 
one hundred men. Population about 200. 

Beideman's, eighty-eight miles. 

Camden, ninety-one miles, — the county 
seat of Camden county, — is immediately op- 
posite Philadelphia. It is built upon an 
extended plain and is regularly planned. 
The buildings are principally of brick, — 
many of them handsome structures, — and 
the general appearance of the city is neat 
and pleasant. Quite a large trade centres 
here from all parts of Middle and West Jer- 
sey, and its manufactories are extensive. 
Among them may be mentioned those of 



iron products and machinery, glass, drugs, 
flour, lumber, and steel pens, — the last 
being the largest establishment of the kind 
in the United States. Large and power- 
ful ferry-boats connect Camden with Phila- 
delphia, and these carry a constant stream 
of passengers between the two cities. The 
travel through Camden is immense, and as 
a thoroughfare it would probably take rank 
only second to Jersey City. Its schools, 
churches, public institutions, and hotels are 
numerous and complete, and in every respect 
the city presents evidences of prosperity. 

The first settlements were made on the 
site of the city about 1685, previous to which 
time the land embraced within its limits had 
been taken up, in several parcels, by differ- 
ent owners. During the Revolutionary war, 
and particularly while the British had pos- 
session of Philadelphia, it, and the settle- 
ments adjacent, suffered much from raids of 
the enemy and from marauding bands of 
tories. In 1831 it was chartered as a city, 
and when the county of Gloucester was di- 
vided, in 1844, it gave its name to the new 
member of the Commonwealth. Since then 
its growth in population and wealth has been 
rapid. Population, 20,045. Number of 
manufacturing establishments, 329; capital 
invested, $3,507,295; hands employed, 3836; 
wages paid, §1,470,517; materials used, 
§5, 702, 246; value of products, §8, 330, 013.* 
(Junction with West Jersey Railroad.) 

(Atlantic City, a popular and rapidly- 
improving summer resort on the sea-side, is 
situated sixty miles east of Camden, with 
which it is connected by the Camden and 
Atlantic Railroad.) 



FREEHOLD AND JAMESBURG AGRI- 
CULTURAL RAILROAD. 

Jamesburg. — Terminus and point of junc- 
tion with Camden and Amboy Railroad. 
(See last-named road for description.) 

Hoffman's, three miles. 

Tracey's, five miles. 

Englishtown, seven miles. 

Manalapan, eight miles. 

Battle Ground, nine miles. 

Freehold, eleven miles, is the county 
seat of Monmouth county. It contains sev- 
eral churches, an academy, two newspapers, 
and two banks, and is a flourishing place. 

* Includes Camden county. 



HOWELL— FAIRFIELD— ALLAIRE— ALLHxWVOOD—SOUAN. 



187 



It was near here that the battle of Mon- 
mouth was fought, between the. Americans 
and British, on the 28th of June, 1778. At 
this battle, history records that Washington 
accused General Lee of treachery, or "ill- 
timed prudence," in rather strong language; 
and his presumed attitude at the time of 
accosting Lee is perpetuated in his eques- 
trian statue at Washington City. Another 
incident connected with the battle has also 
become historic. In the beginning of the 
contest Molly Pitcher was carrying water 
from a spring to her husband, employed in 
assisting to load and fire a cannon, when he 
was killed before her eyes. An ofificer came 
along and ordered the gun to be put out of 
the way, but Molly took her husband's post 
and faithfully performed its duties. Con- 
gress, as a reward, voted her half-pay for 
life. Population, 4231. Number of manu- 
facturing establishments, 302; capital in- 
vested, Ji, 735, 225; hands employed, 2192; 
wages paid, $463,160; materials used, 
§1,580,685 ; value of products, §2,605,176.* 

Howell, fourteen miles. 

Fairfield, fifteen miles. 

Farmingdale, nineteen miles. — -(Junction 
with New Jersey Southern Railroad, by which 
connection is made to Long Branch.) 

Allaire, twenty-two miles. 

Allenwood, twenty-four miles. 

Squan, twenty-seven miles, is a central 
point on the coast, containing four churches, 
two hotels, and a population — largely com- 
posed of sea- faring people — of about 800. 
Stages run from Squan to Point Pleasant, 
Ocean Beach, Ocean Grove, Asbury Park, and 
the summer boarding-houses on the north 
side of Squan river. Point Pleasant, three 
miles distant, on the south side of Mana- 
squan river, is one of the oldest watering- 
places on the Jersey coast, and contains sev- 
eral large boarding-houses. In approaching 
this place the tourist finds himself among 
the pines, and in the midst of scenes that 
cannot but interest him by their peculiarity. 
These pine woods extend all along this 
portion of the coast, and were, during the 
Revolutionary war, the haunts of outlaws, 
who sallied from them to commit all kinds 
of outrages on the settlers in the adjacent 
country. So dangerous did they become 
that the Government offered large rewards 
for their capture, and they were finally 
hunted down and e.xtenninated. Ocean 

* Includes county. 



Beach is a new sea-side resort, about three 
miles from the railroad, on the south side of 
Shark river. It occupies a beautiful posi- 
tion at the mouth of this river, which is 
famous for its fish and oysters, and has an 
ocean frontage of a mile. It is designed 
principally as a resort for families, and the 
association owning it is empowered to make 
its own police regulations — an authority it 
has exercised so as to perpetuate the peace 
and order of the place. It was laid out 
in 1872, and now contains about one hun- 
dred cottages. Ocean Grove is at pres- 
ent about five miles from the railroad, but 
in a short time will, with other places on 
the coast, have a line extending to it. It is 
widely and favorably known, and has had a 
remarkably successful career since its estab- 
lishment. A few years ago some ministers 
and members of the Methodist Episcopal 
Church in Pennsylvania, New Jersey, and 
New York, conceived the design of estab- 
lishing, by the sea-side, a camp-ground and 
a summer retreat for Christian families. 
They secured a tract of land six miles from 
Long Branch, dedicated it to religious pur- 
poses, and commenced its improvement, 
under the title of the "Ocean Grove Camp- 
Ground, of Monmouth county. New Jersey." 
The association is authorized to make its own 
laws, and these have been framed so as to 
secure, for all time, the purposes in view 
when the retreat was originated. No intoxi- 
cating drinks are permitted on the ground. 
Boating, bathing, and driving are strictly 
prohibited on the Sabbath. All behavior 
unbecoming the repose of such a place is 
rigidly suppressed. These regulations, and 
the natural advantages of the location, make 
it a pleasant and quiet resort, where families 
can remain free from intrusion and annoy- 
ance, and where all the beneficial effects 
of sea air and sea bathing can be enjoyed. 
Many cottages have already been erected, 
and the number increases rapidl\-. The 
style of these cottages, being limited only 
by the means and taste of the builder, varies 
from the cheapest to the most ornate, but 
all are homelike and cosy. In August of 
every year a camp-meeting, continuing two 
weeks, is held on grounds reserved for the 
purpose, and attracts an immense concourse 
of visitors. Ample provision is made for 
the accommodation of these, and tents are 
rented during the camp-meeting, or longer, 
if desired, at very reasonable rates. Asbury 
Park, adjoining Ocean Grove, is established 



188 



THE PENNSYLVANIA RAILROAD. 



on the same general principles, and exhibits 
a like degree of progress and popularity. 

Sea Girt, twenty-eight miles, — the pres- 
ent terminus of the Freehold and James- 
burg Agricultural Railroad, — is directly on 
the Atlantic ocean, between Manasquan and 
Wreck Pond inlets, eleven miles south of 
Long Branch. It embraces a large tract of 
fertile land, which is being laid out in parks, 
boulevards, and wide avenues, and must 
eventually become a beautiful summer city. 

Long Branch, forty-one miles, is so gen- 
erally known as a sea-side resort that a 
general description of its present condition 
would be superfluous. The ground form- 
ing a principal part of the present city 
was owned, previous to the Revolutionary 
war, by Colonel White, a British officer 
and a resident of New York, who had a ' 
small house here, used as a summer resi- j 
dence. After the commencement of the 
war, the place was confiscated and passed I 
into other hands. The first record of sum- 
mer visitors at Long Branch is in 1778, 
when a Philadelphia gentleman engaged 
boarding, with an old woman in charge of 
the Colonel White house, for himself and 
family, on the condition that he furnish his 
own bedding. This he did, and supplied 
the meat for their table also, — fish only 
being procurable from the landlady. In 
1790 the property, consisting of one hun- 
dred acres, was sold for seven hundred 
dollars, and two thousand dollars being 
expended on it in improvements, it was 
regularly opened as a public watering-place. 
The visitors here in August, 1793, — most of 
whom were from Philadelphia, — witnessed, 
from the shore, the battle between the English 
frigate "Boston" and the French frigate 
"Ambuscade." After an engagement of 
two hours Captain Courteney, of the "Bos- 
ton," fell, as did also Lieutenant Butler, of 
the marines, but the ship was saved. 

Among the traditions connected with the 
place is the following: — At an early period 
a tribe of Indians had a fishing settlement 
here and claimed the ownership of the soil. 
A party of whites, from Rhode Island, pro- 
posed to purchase it from them, but the 
Indians were unwilling to sell. After some 
negotiations, the whites induced the abo- 
rigines to submit the question to a wrestling- 
match, and the champion of Rhode Island, 
John Slocum, vanquished the redskin, and 
thus won the right to as much land as one 
man could walk around in a day. The 



land thus acquired included a tract of 
considerable extent, which remained in pos- 
session of the Slocum family until a com- 
paratively recent period. 

The name of Long Branch is derived 
from a branch of the Shrewsbury river, 
running parallel with the coast, and applies 
strit tly to the original village, situate about 
a mile and a half from the ocean, where, in 
1812, a liberty-pole was erected which is 
still standing. The first name by which the 
locality was known to the white people was 
Land's End, and this appears to have been 
a translation of its Indian title. 

The change in the appearance and char- 
acter of the place since 1790 is certainly 
very great. Then it was difficult of access, 
completely secluded, and as quiet as the 
most retiring health-seeker could desire. 
Now it concentrates, in summer, a greater 
number of visitors than can be found at any 
other sea-side resort in the United States. 
The hotels are immense in size and mag- 
nificent in their appointments, and the cot- 
tages occupied by persons of distinction are 
numerous. The drives are diversified and 
attractive, — that fronting the ocean affording 
excellent facilities for the display of equip- 
ages, which, from their number and style, 
form one of the features of the place. Near 
Long Branch are the Highlands of Never- 
sink, — the most elevated land on the New 
Jersey coast, — upon which are the twin 
light-houses pointing out to mariners the 
entrance into New York bay. At Ocean- 
port, three miles distant, is the race-cour.se 
owned by the Monmouth Park Association, — 
one of the most popular tracks in America. 
It is a full mile in length, with wide sweep- 
ing turns and a homestretch of a quarter of 
a mile, affording a fine field for the display 
of the celebrated horses which congregate 
here at the annual meetings. 

The distinguishing peculiarities of Long 
Branch as a summer resort are gaiety, ani- 
mation, and dash, and in these respects it 
has few rivals. It can be reached by the 
Pennsylvania Railroad from New York or 
from Philadelphia in a few hours, and the 
trip f-om either point is interesting and 
pleasant. Permanent population about 5000. 



BORDENTOWN AND TRENTON 
BRANCH. 

Lamf.erton, four and one-half miles. 
Prison Station, five miles. 



TRENTON— COLUMBUS— JOBSTOWN—JULIUSTOWN, ETC. 



189 



Trenton, six miles. — (Point of intersec- 
tion with main line.) 

COLUMBUS, KINKORA AND SPRING- 
FIELD BRANCH. 

Columbus, four miles. — Among the in- 
dustries here are a carriage factory and a 
fruit -canning establishment. The town 
contains a seminary, several churches, a 
public hall, two hotels, and a population of 
about 800. 

JoiiSTOWN, seven miles. — Iron-ore is mined 
and shipped from this station, and farming 
is extensively carried on in the adjacent 
country. The village contains a church, a 
hotel, and a population of about 125. 

JULiusTowN, nine miles. 

Lfavistown, eleven miles. — (Point of in- 
tersection with Pemberton and Hightstown 
Branch.) 

New Lisbon, fourteen miles. — Terminus 
of branch and junction with Pemberton 
and New York Railroad. The station is 
surrounded by a good agricultural country, 
and in the vicinity are some extensive 
cranberry bogs. Mills of various kinds 
are in operation, and the business of the 
place is active. The Burlington county 
almshouse is located here. A stage, in sum- 
mer, runs daily to Brown's Mills, distance 
three miles. 

BURLINGTON AND MOUNT HOLLY 
BRANCH. 

Burlington. — Point of junction with 
Camden and .\mboy Railroad. 

Mount Holly Junction, one-half mile. 

De.a.con's Turnout, three and one-half 
miles. 

Irick's, four miles. 

WooDLANE, six miles. 

Mount Holly, seven and one-half miles. 
— Junction with Camden and Burlington 
County Branch and with Medford Branch. 
(See Camden and Burlington County Branch 
for description.) 

CAMDEN AND BURLINGTON COUN- 
TIES AND PEMBERTON AND 
HIGHTSTOWN RAILROADS. 

Camden. — Western terminus of road. 
('See Camden and .A-inboy Railroad for de- 
scription. ) 

DuuLKY, three miles. 

Wellwood, four miles. 



Merchantville, five miles, is a pleasant 
and flourishing village, principally occu- 
pied as a place of residence by merchants 
and other liusiness men of Philadelphia and 
vicinity. Some of the dwellings are mag- 
nificent, and display a high ortier of taste 
in their ornamentation and surroundings. 
It contains several churches, a large public 
hall, excellent schools, and a good hotel. 
Population, 245. 

Maple Shade, seven miles.- — A daily 
stage runs between this station and Camden. 

Wilson's, eight miles. 

West Moorestown, nine and one-half 
miles. 

East Moorestown, ten miles, — a village 
of some importance in Burlington county 
and the centre of considerable local trade, — 
is located in the midst of a rich and highly- 
improved country. It contains several 
churches, public and private schools, and 
hotels. The principal industries of the 
place are fruit-preserving establishments, a 
foundry, and coach factories. Population 
about 1900. 

Hartford, thirteen miles. 

Masonville, fourteen miles. — In the vi- 
cinity of this station there are two flour- 
mills, a phosphorus factory, an iron foundry, 
and several other industries. The surround- 
ing country is well cultivated. A daily 
stage runs between this station and Ran- 
cocas, — a summer resort, — distance two 
miles. 

Hainesport, seventeen miles. 

Mount Holly, eighteen miles, — the seat 
of justice of Burlington county, — is on the 
north branch of Rancocas river. It is pleas- 
antly located in a highly-improved agricul- 
tural region: is noted for its refined society, 
and contains several churches, a boarding- 
school, mills, and factories, the principal of 
which is a spool -cotton factory. It has, also, 
a public hall and two large hotels. The name 
is derived from an eminence near the town, 
rising about two hundred feet above the 
level of the sea, — an elevation of some 
importance in a country so level as this 
portion of New Jersey, — which is frequently 
used by scientific men as a point of observa- 
tion. Mount Holly is an old town, and its 
name is interwoven in the records of many 
stirring events of Revolutionary history. 
Population, 4017. (Junction and northern 
terminus of branch road to Medford. ) 

Smithville, twenty-one miles. — A wood- 
working machinery manufactory here employs 



190 



THE PEXXSYLVAXIA RAILfaJAD. 



some two hundred men and bo}s. Popula- 
tion about 300. 

EwANSViLLE, twenty-two miles. — (Junc- 
tion and northern terminus of Vincentown 
and Ewansville Branch. ) 

Birmingham, twenty-three miles. — Twenty 
thousand tons of marl are annually shipped 
from this station. A foundry and a flour- 
mill are in operation here. 

Pemberton Junction, twenty-four miles. 
— (Point of connection with Pemberton and 
New York Railroad, which runs through the 
villages of New Lisbon and Hanover to 
Whiting's, distance eighteen miles, where 
connection is made with the New Jer- 
sey Southern Railroad to Long Branch. 
Connects, also, at Whiting's, with the Tuck- 
erton Railroad, running via Bamber, Ware- 
town Junction, Barnegat, Manahawkin, 
and West Creek, to Tuckerton, near Little 
Egg Harbor, on the Atlantic coast, distance 
thirty miles. By this connection .some of 
the most noted fishing and gunning regions 
of the Jersey coast are reached, and ex- 
tensive cranberry meadows are traversed. 
Tuckerton is a place of historical interest 
and considerable coastwise trade. It was 
first settled in 1669 by Long Islanders, but 
in 1765 one Reuben Tucker, of New York, 
purchased here a large tract of land, and in 
1786 the village was given its present name. 
In those days Tuckerton had a custom- 
house and direct trade with the West Indies. 
During the Revolution many British prizes 
were brought into Tuckerton, and at one 
time upwards of thirty armed American 
vessels rendezvoused here. An expedition 
having been fitted out by the British, at New 
York, to destroy the place, General Wash- 
ington sent Count Pulaski and his Legion to 
defend it. The privateers, being apprised 
of the approach of the British, escaped, but 
Pulaski arrived too late to prevent the de- 
struction of several houses and many prize 
vessels by the foe. One of his picket guards 
of thirty men was captured and all were 
put to death. The British then retreated, 
but lost one of their vessels, the "Zebra," 
which grounded in going out of the harbor, 
and was set on fire to keep her from falling 
into the hands of the Americans. Beach 
Haven, near Little Egg Harbor inlet, oppo- 
site Tuckerton and distant six miles from 
it, is a new summer resort, which is rapidly 
growing in popularity and importance. Its 
location on Long Beach, with the Atlantic 
on one side, and the inlet, twenty miles 



long, on the other, is very desirable, afford- 
ing, as it does, unsurpassed facilities for 
boating, sailing, bathing, fishing, and gun- 
ning, — the inlet being full of the choicest 
fish, and covered, in season, with aquatic 
game. Ocean City, a sea-side resort about 
being established, is located on the beach 
dividing Egg Harbor bay from the ocean, 
four miles from Tuckerton. The location 
possesses many advantages and most of the 
attractions found on this part of the coast.) 

Pemberton, twenty-five miles, is a village 
of local importance in Burlington county, 
and has considerable trade. It is built on 
the Rancocas river, which affords good water- 
power. The appearance of the town is neat 
and attractive. It contains three churches, 
two mills, excellent public and private 
schools, and two good hotels. The sur- 
rounding country is fertile and highly 
improved, and large quantities of cranber- 
ries are shipped from this station. The 
shipment of marl is also an important 
branch of trade. Pemberton was settled 
about 1758, and then called New Mills. In 
1826 it was incorporated by its present name 
in honor of James Pemberton. Population, 
797. (Southern terminus of Pemberton and 
Hightstown Railroad.) 

Shreve's, two miles. 

Lewistown, three miles. 

Wrightstown, six miles. — Stages run 
daily from this station to Paintville and to 
Bordentown. 

CooKSTOWN, eight miles. 

New Egypt, eleven miles. — Several grist 
and saw mills are located here, and con- 
siderable local business is transacted. The 
village contains two churches, two select 
schools, two hotels, a public hall, and a popu- 
lation of about 1000. A stage line runs 
from this station to Bordentown, and also 
i one to Cassville. 

Hornerstown, thirteen miles. — The ship- 
ments of marl from this station aggregate 
some twelve thousand tons per annum. 
Tliere are two churches and a hotel here, 
and a population of about 150. 

Cream Ridge, fifteen miles. 

Davis', sixteen miles. 

Imlaystown, eighteen miles. — A daily 
stage runs between this station and Allen- 
town, distance three miles. 

Sharon, twenty-one miles. 

Hightstown, twenty-five miles. — (East- 
ern terminus of road, and point of connec- 
tion with Camden and Amboy Railroad.) 



MOUNT IIOL].V—LLMHERTON—BRO\VN"S— REEVES', ETC. 



191 



MEDFORD BRANCH. 

Mount Holly. — Terminus and junction. 

LuMBERTON, two miles, is at tlie head of 
navigation on tlie south branch of the Ran- 
cocas. It contains a church, two hotels, 
and a public hall. A shoe factory, a basket 
factory, and several mills are located here, 
and considerable quantities of marl are 
shipped from the station. Population about 
500. 

Brown's, three miles. 

Reeves', five miles. 

W1LK.INS', six miles. 

Medford, seven miles, — the terminus of 
the branch, — is a village in Burlington 
county. It has a glass factory in operation, 
employing about one hundred hands, and 
is well supplied with churches, schools, halls, 
and hotels. Cranberries are largely culti- 
vated in the vicinity. Population, including 
township, 2189. 



VINCENTOWN BRANCH. 

EW.4.NSVILLE. — Terminus and junction. 

ViNCENTOWN, three miles, is a flourish- 
ing village on the south branch of the 
Rancocas river. It contains several pro- 
ductive industries, the most prominent of 
which is the digging and shipping of marl. 
This natural and valuable product of middle 
and southern New Jersey exists in immense 
quantities. It is a marine deposit, formed 
by the decomposition of Crustacea in beds 
of sand and vegetable matter, where it has 
reposed for countless ages, undergoing 
changes which have resulted in the creation 
of one of the most valuable fertilizers known. 
When the surface is removed from a deposit 
of marl, the formation is found with little 
moisture in it, uniform in appearance, of a 
dark green and slaty hue. The spade cuts it 
as readily as a knife passes through a cheese. 
The lumps or masses, as thrown out, cling 
together till they become dry, and then dis- 
integrate and crumble, till a heap that has 
stood for a few weeks, and especially one 
that has been exposed through a winter, is 
as fine and mellow as an ash heap. A net 
ton of this substance, as excavated in the 
region traversed by the railroad, contains, 
by analysis, seventy-five pounds of potash 
and seventy pounds of phosphoric acid. 
The village of Vincentown contains three 
churches, two select schools, a bank, a public 
hall, and two hotels. Population about 1 200. 



WEST JERSEY RAILROAD.* 

Camden. — Northern terminus. (See Cam- 
den and Amboy Railroad for descriptio"!!. ) 

Gloucester, four miles. — A city on the 
Delaware river, in Camden county, noted 
for its extensive and varied manufactories. 
It is also a place of popular resort in sum- 
mer for Philadelphians, who reach it by 
ferry-boats plying constantly between the 
two points. Its site was probably the first 
occupied by Europeans on the Delaware 
river, — a Dutch settlement and fort, called 
Nassau, liaving been established here as early 
as 1624. This settlement was entirely ob- 
literated before Penn's arrival at Phila- 
delphia. Population, 3682. 

Westville, five miles. 

WooDBURV, eight miles, the seat of justice 
of Gloucester county, is a very old and 
pleasant town, built on Woodbury creek, 
which is navigable for small boats and 
affords a cheap channel of communication 
with the Philadelphia markets. The sur- 
rounding country is highly improved and 
very productive. The town contains nu- 
merous churches, an academy, several hotels, 
and all the necessary public buildings. 
Population, 1965. Number of manufactur- 
ing establishments, 166; capital invested, 
§1,386,310; hands employed, 1255; wages 
paici, §436,616; materials used, §1,002,491; 
value of products, §1,798, 168. f (Junction 
of branch road to Swedesboro.) 

Wenonah, eleven miles, is situated on the 
highest land in New Jersey, south of Cam- 
den. It contains a large, first-class hotel, 
which is crowded during the summer season 
with visitors, and many elegant private resi- 
dences. The town is noted for its delightful 
air and pure water, and the resident popu- 
lation increases rapidly. 

Pitman, sixteen miles. — A grove of over 
two hundred acres here is devoted to camp- 
meeting purposes. There are two hundred 
cottages neatly arranged along shady ave- 
nues, and the grand pavilion seats nearly 
five thousand persons. Multitudes resort 



* The West Jersey R.iilroad, as originally built and opened 
for business in 1861, extended from C.imden to Bridgeton. 
Subsequently the Miltville and Glassboro Railroad was con- 
structed, and the Cape May and Miilville I^ilroad was com- 
pleted in 1863. These roads were leased by the West Jersey, 
and constitute the through line between Camden and Cape 
May. 'l"he Salem and Swedesboro branches, completed in 
1S63, were also leased by the same company, which now oper- 
ates the entire system under one management. By the lease 
of the United Railroads of New Jersey the Pennsylvania Rail- 
road Company acquired control of this system of roads, but 
has not assumed direct management of their operations. 

t Includes county. 




i' ' I I I 

III' Ml 



BARNSBORO—GLASSBORO— CLAYTON— FRAXKI.lWIl. I. K, ETC. 



193 



here during the camping season to engage 
in reUgious exercises, and enjoy, for a time, 
life in tlie woods. 

B..\RNSiiORO, thirteen miles. 

Glassboro, eighteen miles, in Gloucester 
county, is noted for its manufactories of 
glass, such as bottles, window glass, etc. 
The surrounding country is fertile and well 
cultivated, and the town possesses an active 
and increasing trade. It contains a number 
of public edifices, such as churches, halls, 
and schools. The town was settled about 
1770. (Junction of branch road to Bridge- 
ton.) 

Clayton, twenty-one miles, is a pleasant 
and growing village, containing, among 
other industries, extensive glass-works. 

Franklinville, twenty-four miles. 

luNA, twenty-five miles. 

Mal.\ga, twenty-eight miles. 

Newfield, thirty miles. 

North Vineland, thirty-one miles. 

ViNELAND, thirty-four miles, is a place 
of considerable celebrity, in Cumberland 
county, having been settled in 1S61, and 
grown into a town of importance in the 
short time that has since elapsed. It was 
originated by a gentleman who purchased a 
large tract of wild land, surveyed it into 
small tracts, opened roads, and advertised it 
very extensively. His enterprise brought 
settlers, and, with a rapidity rivaling some 
Western cities, the wilderness was made 
to blossom and the waste places became 
glad. The settlement is largely engaged 
in the cultivation of small fruits, for which 
the soil and climate are well adapted. There 
are a number of churches, public buildings, 
and manufactories, and much care is be- 
stowed upon education — the facilities for 
which are excellent. It has some good houses 
for the accommodation of strangers — all 
conducted on temperance principles. Popu- 
lation about 10,500. (Intersection of Vine- 
land Railroad, which runs west via Bridgeton 
to Delaware bay, and east via Landisville, 
Cedar Lake, and Chewville to Winslow, 
where it intersects the Camden and Atlantic 
Railroad and forms a connection, at Atco, 
with the New Jersey Southern Railroad.) 

South Vineland, thirty-seven miles. 

MiLLViLLE, forty miles, is in Ctnnberland 
county, at the head of navigation of Maurice 
river, which empties into Delaware bay. 
This river derives its name from the fact 
that, in colonial times, the ship "Prince 
Maurice" was burnt upon it by the savages. 



Millville is an important industrial point, 
having manufactories of glass, cotton fab- 
rics, iron, etc., as well as all the institmions 
and requisites of an enterprising and intel- 
ligent community. Population, 6101. 

Manumuskin, forty-six miles. 

Belleplain, fifty-three miles. 

Woodbine, fifty-six miles. 

Mount Plea.sant, fifty-nine miles. 

Seaville, sixty-two miles. 

Swain's, sixty-six miles. 

Cape May Court House, sixty-nine 
miles, the seat of justice of Cape May 
county, is an ancient settlement, and pos- 
sesses the usual county buildings, as well as 
churches, schools, and hotels. Population 
of county, 7922. Number of manufactur- 
ing establishments, 27; capital invested, 
588,550; hands employed, 122; wages paid, 
$29,830; materials used, $147,012; pro- 
ducts, 5128,640.* 

Rio Grande, seventy-five miles. 

Bennett's, seventy-eight miles. 

Cape May, eighty-one miles, is a popular 
and in some respects the most attractive .sea- 
side resort in America. More than half a 
century ago Cape May was visited by persons 
in search of health and recreation. It was 
not, however, until the popularization of 
steam navigation that it began to develop 
into the proportions it now presents. Wat- 
son, in his "Annals," describing a visit there 
in 1822, says, it " is a village of about twenty 
houses, and the streets are very clean and 
grassy." Within the last quarter of a cen- 
tury its growth has been steady, and it ri.ses 
now into the grandeur of a city, with beau- 
tiful avenues lighted with gas, and commo- 
dious hotels and cottages, rivaling the finest 
metropolitan edifices in magnificence and 
comfort. It is built u])on the extreme point 
of the cape from which it takes its name, so 
called after Cornelius Jacobus Mey, a navi- 
gator in the service of the Dutch VVest India 
Company, who visited Delaware bay in 1623. 
The territory embraced in Cape May county 
was purchased from the Indians in 1630, by 
a Dutch colony, — the deed for the purchase 
being still [jreserved among the archives of 
the State of New York, at Albany. This 
cape forms the eastern shore of Delaware 
bay, and has the wide Atlantic on its east 
and south. The bathing-ground is the finest 
and safest, probably, in the United States, 
— the waves of the mighty ocean rolling in 



* Includes county. 



194 



THE PENXSVl.VANIA RAILROAD. 



over a wide, shelving shore of smooth sand, 
and breaking into ripples that chase each 
other far up the beach. Here, during the 
season, thousands of bathers, of all ages and 
both sexes, sport in the waters, while white 
sails and puffing steamers go gliding by, in 
plain sight of the beach, to all parts of the 
world. The sands of the shore, packed into 
solidity by the ever-recurring tides, form 
a beautiful drive extending for miles, and 
pleasure-carriages may be seen rolling along 
it, so close to the water that the foam of 
the waves flecks their wheels. The drives 
to Cold Spring and Diamond Beach, where 
those bright pebbles, known as "Cape May 
diamonds," are found, are also popular. 
Cape May light-house stands within the 
limits of the city, and away across the 
waters its twin light, at Cape Henlopen, in 
Delaware, may be seen, — the two marking 
the entrance into Delaware bay and river. 
The improvement of Cape May is very 
rapid, and city lots now readily command 
prices that twenty years ago would have 
been considered fabulous. Every season 
many handsome private cottages are erected. 
The hotels are numerous, — some of them 
being immense structures, complete and ele- 
gant in all their appointments. Every taste 
can be gratified, and all classes of visitors 
find satisfactory accommodations. The fa- 
cility with which Cape May is now reached 
has made it a popular resort for excursion- 
ists, who go by thousands for a "day by 
the sea and a dip in the surf," and a com- 
modious building for their accommodation 
has been erected by the West Jersey Rail- 
road Company. Regattas, concerts, and 
balls mingle their delights with the natural 
attractions of the place, and, during the sea- 
son, life here is a continuous round of enjoy- 
ment and pleasure. The time consumed by 
the trip between Philadelphia and this "city 
by the sea" is less than three hours, and the 
accommodations afforded for the journey are 
equal to those provided on the best American 
railroads. Permanent population, 1 248. 



BRIDGETON BRANCH. 

Glassboko. — Point of junction with West 
Jersey Railroad. 
Union, two miles. 
Harding, four miles. 
Monroe, six miles. 
Elmer, eight miles. 
Palatine, eleven miles. 



HusTED, thirteen miles. 

FiNLEY, sixteen miles. 

Bridgeton, twenty miles, is a city, port 
of entry, and the seat of justice of Cumber- 
land county. It is situated on both sides of 
Cohansey creek, a navigable stream, twenty 
miles from its entrance into Delaware bay; 
is handsomely built, and has an active coast- 
wise as well as inland trade. Some of its 
streets present quite an animated appear- 
ance, lined as they are with attractive stores 
and shops, and thronged with people. It 
contains manufactories of iron products, 
machinery, glassware, and woolen goods, 
and has a large number of churches, two 
academies, a public library, five hotels, and 
other public institutions. Bridgeton was 
first settled in 1754, and derives its name 
from the bridge erected here, at an early 
date, over the river. It was but a small vil- 
lage at the commencement of the Revolution, 
but it contributed a company of soldiers to 
the patriot army, and one of its citizens, 
Dr. Jonathan Elmer, sat in the Continental 
Congress. A privateer schooner, called the 
"Governor Livingston," was built here in 
1780, and made one successful cruise, but on 
her second voyage was captured near the 
capes of the Delaware by a British frigate. 
Bridgeton is connected with Philadelphia by 
a regular steamboat line. Population, 6830. 
Number of manufacturing establishments, 
295; capital invested, $2,573,800; hands 
employed, 4184; wages paid, §1,357,766; 
materials used, 13,716,878; value of prod- 
ucts, §6,314,577.* 



SALEM BRANCH. 

Elmer. — Point of junction with Bridge- 
ton Branch. 

Newkirk, four miles. 

Daretown, five miles. 

Paulding, six miles. 

Yorketown, seven miles. — A daily stage 
runs from this station to Woodstown, three 
miles distant, which is a pleasant and thriv- 
ing village of about 1500 inhabitants. 

Oakland, ten miles. 

Alloway, twelve miles. 

Middletown, thirteen miles. 

Acton, fourteen miles. 

Salem, seventeen miles.- — A city and seat 
of justice of Salem county, is a very old 
place, having been settled about 1676 by a 

* Includes county. 



WOODBURY— TATEMS—PARKVILLE—OGDEN'S— BERKLEY, ETC. 



195 



colony of English Quakers, who came out 
soon after the purchase of West Jersey by 
Edward Byllinge, for whom William Penn 
subsequently was trustee, and the settlement 
of whose estate probably gave the founder 
of Pennsylvania the first idea of interesting 
himself in the western world. This colony 
entered Salem creek, and gave it and the 
town they founded the name by which they 
are still known. Previous to this, however, 
the Swedes had settled in the same locality, 
and built a fort there which they called 
Elsinboro. As early as 1682 Salem was 
made a port of entry, and considerable 
trade was carried on between it and New 
York, — the exports of Salem consisting 
"principally of deer-skins, peltry, cedar 
posts and shingles." The town contains 
many relics of the olden time, and is a very 
attractive and interesting place. It has a 
handsome court-house, several manufactories 
of glassware, a number of fine churches, 
excellent schools, good hotels, and other pub- 
lic and industrial institutions. The country 
around it is fertile and well improved, and 
the city is noted for its excellent society. 
A daily line of steamboats runs to and from 
Philadelphia. Population, 4555. Number 
of manufacturing establishments, 289; capi- 



tal invested, gi, 359, 377; hands employed, 
1056; wages paid, $293,629; materials 
used, $1,563,365; value of products, $2,- 
277,791.* 



SWEDESBORO BRANCH. 

Woodbury. — Point of junction with West 
Jersey Railroad. 

Tatem's, two miles. 

Parkville, two and one-half miles. 

Ocden's, three and one-half miles. 

Berkley, four miles. 

Clarksboro, five miles. 

MicKLETON, six miles. 

Wolfert's, seven miles. 

Tomlin's, eight miles. 

AsBURY, nine miles. 

Rulon's Road, ten miles. 

SwEDESBORO, eleven miles, — terminus of 
branch, — is an old town at the head of sloop 
navigation on Raccoon creek. It contains 
a large woolen mill, several churches and 
schools, and is a place of resort for summer 
visitors. A daily stage runs to Woodstown, 
distance seven miles. 



* Includes county. 



PENNSYLVANIA RAILROAD-BRANCHES. 



EAST BRANDYWINE AND WAYNES- 
BURG BRANCH. 

Leased by Pennsylvania Railroad Company, 1861. 

DowNiNGTOWisr. — Point of intersection 
with main line. (See page 88.) 

Shelmire's, one mile. 

Dowlin's Forge, three miles. 

Dorlan's Mill, four miles. 

Brooklyn, six miles. 

Cornog's, eight miles. 

Springton Forge, nine miles. 

Glen Moore, ten miles, is a village in the 
midst of a productive agricultural region. 
A forge is located here, and considerable 
local trade is transacted. Iron-ore abounds 
in the vicinity. The village contains two 
churches, a public hall, and a hotel. Popu- 
lation about 150. A semi-weekly stage runs 
between this station and West Chester. 

Barneston, twelve miles. — Near this sta- 
tion are a furnace, a foundry, and several 
grist and saw mills. The adjacent country 
is fertile, and dairy and market-garden 
products are regularly shipped. Iron-ore 
exists, and was mined here as early as 1730. 
There are three churches in the vicinity. 

Cupola, fourteen miles. — Two grist-mills, 
two saw-mills, and an iron foundry are 
located here. Agriculture is the principal 
business of the neighborhood. There are 
three churches in the village, which has a 
population of about 50. 

Dampman's, fifteen miles. 

Waynesburg Junction, sixteen miles. — 
(Junction with Wilmington and Reading 
Railroad. ) 

Buchanan, seventeen miles. 

Waynesburg, eighteen miles, — a village 
in Chester county, in a fertile and beautiful 
agricultural region, — is the terminus of the 
railroad. It contains two churches, a public 
hall, a national bank, and two hotels. Iron- 
ore mines are worked, employing seventy- 
five men. Population about 550. A daily 
stage runs from this station to New Holland, 
and a tri-weeklv line to White Horse. 



PENNSYLVANIA AND DELAWARE 
BRANCH. 

Leased by Pennsylvania Railroad Company, 1873. 

Pomeroy, forty-two miles. — Point of 
junction with main line. The road runs 
south-east via the stations of Stotsville, New- 
lin. Gum Tree, Rockeby, Doe Run, Pusey, 
Chatham, Baker's, Avondale, (where con- 
nection is made with the Philadelphia and 
Baltimore Central Railroad,) New Garden, 
Landenberg, (where connection is made 
with the Wilmington and Western Railroad,) 
Thompson, Newark, Griffith's, (where con- 
nection is made with the Philadelphia, Wil- 
mington and Baltimore Railroad,) Cooches, 
Glasgow, Porter, (where connection is made 
with the Delaware Railroad,) Corbit, and 
Reybold, to Delaware City, on the Delaware 
river, opposite Fort Delaware, — distance, 
thirty-eight miles. Delaware City is a 
borough in New Castle county, Delaware. 
The Chesapeake and Delaware canal has its 
eastern terminus here. The town contains 
several churches, a bank, and an academy. 
Up to this point the navigation of the river 
is never obstructed by ice, and the channel 
is always open for the largest vessels. Pop- 
ulation, 1059. 



YORK BRANCH. 

Purchased by Pennsylvania Railroad Company, 1S71. 

Columbia. — Point of intersection with 
main line. (See page 102.) Columbia and 
Wrightsville are connected by a bridge 
owned by the Pennsylvania Railroad Com- 
pany. 

Wrightsville, one mile, is in York 
county, and occupies a beautiful situation 
on the right bank of the Susquehanna 
river, immediately opposite Columbia. It 
commands views of the most magnificent 
scenery, and its location is particularly salu- 
brious and pleasant. When first settled, and 
for many years afterward, it was known as 
Wright's Ferry, and by that name became 



(196) 



EWING—STONER'S—IIELLAM— CAMPBELL'S— TURNPIKE, ETC. 



19( 



familiar to the people of the United States 
at the commencement of their national 
history. It was seriously and earnestly 
proposed to make it the location of the 
capital of the country, and Mr. Parton, in 
his "Life of Jefferson," gives an interesting 
account of the proceedings of Congress on 
this subject, while sitting in New York, in 
17S9 and 1790. Condensing his language, 
he says: — "A ring loomed up dimly upon 
the imaginations of members, supposed to 
have been formed 'out of doors,' in order to 
fix the capital at Wright's Ferry, on the 
Susquehanna. The members from New Eng- 
land and New York agreed in preferring it, 
as the point nearest the centre of population, 
wealth, and convenience; and for many days 
it seemed to have a better chance than any 
of the other places proposed — Harrisburg, 
Baltimore, New York, Germantown, Phila- 
delphia. But Wright's Ferry lost its chance 
through the opposition of the southern 
members, and the ring rumor was the ass' 
jaw-bone which they used to kill the project. 
The members from New England and New 
York tlenied the offensive charge, and con- 
tended that Wright had fixed his ferry at 
the point which would be ' the centre of 
population for ages to come.' With regard 
to the country west of the Ohio, — 'an 
unmeasurable wilderness,' — -Fisher Ames 
was of the opinion (and it was everybody's 
opinion ) that it was perfectly romantic to 
allow it any weight in the decision at all. 
' When it will be settled, or how it will be 
possible to govern it,' said he, 'is past calcu- 
lation.' Southern gentlemen, on the other 
liand, denied the centrality of Wright, and 
maintained that the shores of the noble Po- 
tomac presented the genuine centre to the 
nation's choice. And so the debate went on 
day after day. The Susquehanna men tri- 
umphed in the House; but the Senate sent 
back the bill with ' Susquehanna' stricken out 
and ' Germantown ' inserted. The House 
would not accept the amendment, and the 
session ended before tiie place had been 
agreed upon. The subject being resumed in 
the spring of 1 790, it was again productive of 
heat and recrimination; again the South was 
outvoted and the Potomac rejected by a small 
majority. Baffled in the House, southern 
men renewed their efforts over Mr. Jefferson's 
wine and hickory-nuts in Maiden lane. It 
was agreed at length that for the next ten 
years the seat of government should be Phila- 
delphia, and, finally, near Georgetown." 



It is asserted that Pennsylvania failed to 
secure the location of the national capital 
withia her borders through the supineness 
or indifference of some of her own repre- 
sentatives, and this is probably true, as the 
impression was at the time very general that 
geographically she had the strongest claim. 
General Washington favored the location 
at Wright's Ferry because of its beauty, 
security, and other natural advantages; but, 
though President at the time, his influence 
was not sufficient to carry the measure. 
However the result was obtained which 
fixed the capital where it now is, (and Mr. 
Parton says it was by "log-rolling" — an 
American political term which, interpreted, 
means "you help me and I'll help you,") 
Wright's Ferry profited little by the noto- 
riety it had gained, and remained an insig- 
nificant village until 1834, when it was 
incorporated as a borough with its present 
name. 

The family of Wrights who established 
the ferry here, and after whom the town is 
named, came to the region in 1728, and 
became prominent and influential citizens in 
the early days of the settlement. Reference 
has been made to them in the sketch of 
Columbia, and descendants of these pioneers 
still reside in the neighborhood. 

Wrightsville is the outlet for an exten- 
sive and productive region, and has an 
active trade. It contains three saw-mills, 
a planing-mill, an iron furnace, and three 
cigar manufactories, employing together 
about one hundred and fifty men. Lime- 
burning is extensively carried on — some 
seven thousand tons being produced annu- 
ally. There are in the town three churches, 
eight common schools, a national bank, a 
public hall, and two hotels. Population, 

1544- 

EwiNG, three miles. 

Stoner's, five miles. 

Hellam, seven miles. 

Campbell's, eight miles. 

Turnpike, nine miles. 

HiESTAND, ten miles. 

York, fourteen miles. — Seat of justice of 
York county. This county was formed by 
act of the provincial legislature, of August 
9th, 1 749, and was the first created west of 
the Susquehanna river. The surface of the 
county is undulating, and in some portions 
hilly, although it cannot be termed moun- 
tainous. A few broken chains form its 
boundaries or penetrate its territory, but no 



198 



THE PENNSYLVANIA RAILROAD. 



regular range extends through its limits. 
Many of the valleys are rich and highly 
cultivated, and it would be difficult to find 
anywhere more beautiful agricultural scenes 
than they present. The county is finely 
watered, — the Susquehanna river flowing for 
more than fifty miles along the north-eastern 
boundary, and the Conewago and Codorus 
creeks, both large streams, with their numer- 
ous branches, draining every portion of it. 

York county is particularly rich in iron- 
ore, — many varieties being found, and large 
quantities shipped to distant furnaces. An 
excellent quality of slate is quarried in what 
is known as the Peach Bottom region, near 
the Susquehanna, and quarries of building 
stone furnish material used in all the sur- 
rounding counties. Copper and gold have 
been found, but not in quantities sufficient 
to pay for working. 

The territory comprised in this and some 
of the adjacent counties was first acquired 
by purchase from the Indians, in 1696. This 
purchase was made by Governor Dongan, of 
New York, on account of William Penn. In 
1700 the grant then made was confirmed to 
Penn by Widagh and Addugyjunkquagh, 
kings or sachems of the Susquehanna Indians, 
but it only conveyed "the Susquehanna 
river and lands next adjoining the same." 
This vague description satisfied neither Penn 
nor the Conestoga Indians, who claimed an 
ownership of these lands, and in 1736, with 
the approbation of the grand council at 
Onondaga, the Six Nations conveyed to the 
proprietaries of Pennsylvania all the lands as 
far up as the Kittatinny mountains, and west 
of the Susquehanna "as far as the setting 
sun." 

Previous to this purchase, however, diffi- 
culties had arisen between the proprietaries 
and those of Maryland as to the ownership 
of this territory. Maryland sought to extend 
her boundary northward, and to do this 
encouraged a desperate set of traders and 
settlers to enter upon these lands. The 
authorities of Pennsylvania, always recog- 
nizing the aboriginal title, would not permit 
settlements to be made without the consent 
of the Indians, and in 1722 this was freely 
given by the Conestoga and other tribes, 
who viewed the encroachments of the Mary- 
landers with anything but favor. Under 
that permission Governor Keith had the 
manor of Springettsburg surveyed, embra- 
cing the territory where York now stands, 
in June of that year. Settlements were 



made within the limits of this manor soon 
after its survey, and in 1768 it was resur- 
veyed. This manor, like others of a similar 
character, was excepted from the general 
confiscation of the proprietary property at 
the time of the Revolution. 

The disputed boundary between Penn- 
sylvania and Maryland, like that in the 
west between Pennsylvania and Virginia, led 
to many feuds and bitter personal strife. 
Claiming the right to the soil under separate 
sovereignties, laws were set at defiance by 
settlers, and outrages were of frequent oc- 
currence. The authorities of Pennsylvania 
were moderate, but firm in the maintenance 
of their rights; and it is a singular fact — 
clearly demonstrating the justice of their 
claims — that in the end they were able to 
hold all they demanded, — the pretense of 
sovereignty set up by Maryland and Virginia 
on the south, and Connecticut on the north, 
being ultiinately annulled by competent 
tribunals. 

For near a century the history of York 
county varies but little from that of its 
neighbors. Its early settlers encountered 
many of the hardships and dangers attend- 
ant upon the establishment of homes in a 
wilderness; but they persevered and con- 
quered. As a rule they were not subjected 
to Indian hostilities, — the Kittatinny moun- 
tain seldom being crossed by the savages, 
and the Scotch-Irish settlements in the 
Cumberland valley standing as a protecting 
barrier between them and danger. The 
energy of the English, who were the earliest 
settlers, — the thrift of the Germans, who 
followed them in great numbers, — and the 
varied enterprise of the Scotch-Irish, who 
planted their homes, their churches, and 
their schools in the slate regions of Peach 
Bottom, — caused the county to develop 
rapidly in material wealth as well as in 
mental growth; and when the Revolution- 
ary war came, it found here a community 
animated with patriotism and ready to dare 
all for liberty. It is claimed that the "first 
company that marched from Pennsylvania 
to the field of war was a company of rifle- 
men from the town of York." They left 
that place on the ist of July, 1775; niany 
others followed, and no county was more 
numerously or more ably represented in the 
patriot army. At least four of its citizens 
rose to the rank of brigadier-general in the 
service ; several of lower grade were dis- 
tinguished in military annals, and many 



YORK. 



199 



others achieved a higli degree of fame in 
civil life. 

Within the last thirty years York coimty 
has grown rapidly in population and wealth, 
and now justly ranks among the first counties 
in the Commonwealth. Numerous thriving 
towns are scattered throughout its limits, and 
a degree of enterprise is everywhere visible, 
which cannot fail to still further develop its 
great resources and add to its importance. 
The Northern Central Railroad traversing 
the entire length of the county; the tide- 
water canal running along its border for fifty 
miles, and several local railroads reaching 
its fruitful valleys, rich ore-banks, and grow- 
ing towns, are business arteries carrying 
vitality into every portion of it. Population, 
76,134. Value of agricultural productions, 
$6,443,180. Number of manufacturing es- 
tablishments, 1 1 1 1 ; hands employed, 4027 ; 
wages paid, §934,938; capital invested, 
§3,251,400; materials used, §4,629,981 ; 
value of products, §7,028,934. Iron-ore 
mines, 11; hands employed, 272; wages 
paid, §102,207; capital invested, §100,000; 
tons mined, 50,962 ; value, §186,530. Slate 
quarries, 7 ; hands employed, 145 ; wages 
paid, 185,800; capital invested, §256,000 ; 
value of products, §123,100. Stone quar- 
ries, 8; hands employed, 37; wages paid, 
§10,705; capital invested, §8300; value of 
products, §117,075. 

The borough of York is built on Codorus 
creek, in the Springettsburg manor of the 
Penns, near the centre of the county. It 
was laid out, by order of the Penns, in 1 741, 
on a tract of land on both sides of the creek, 
and in plan was copied after Philadelphia. 
At that time there was not a house within 
the limits of the town, although portions of 
the county had then been settled for many 
years. "The proprietors gave 'tickets' to 
each person who wished to take up a lot. 
These tickets were transferable; the owner 
of them might sell them, assign them, or 
do what he pleased with them. It gave the 
right to build to obtain a patent — for the 
lots were granted upon particular conditions 
strenuously enforced. One of the usual con- 
ditions was ' that the applicant build upon 
the lot, at his own proper cost, one substan- 
tial dwelling-house, of the dimensions of six- 
teen feet square at least, with a good chimney 
of brick or stone, within the space of one year 
from the time of his entry for the same.' A 
perpetual rent of seven shillings sterling per 
lot was to be paid to the proprietors." 



Under these restrictions building pro- 
ceeded slowly, and in ten years only fifty 
lots were improved. In some instances im- 
provements were commenced, but want of 
funds rendered their completion impossible, 
and the lots were forfeited. A historian 
writes: — "The early settling of York town 
was one continual scene of. disturbance 
and contention; there were warring rights 
and clashing interests. It often happened 
that different men wanted the same lot ; 
and when the lot was granted to one the 
others were watchful to bring about a for- 
feiture. The loss of lots by not fulfilling 
conditions was for a long time a serious evil, 
concerning which clamors were loud." But 
time and litigation settled these disputes, 
and the town improved more rapidly. In 
1787 it was incorporated as a borough, and 
previous to that it had become a place of 
some note. 

Like most of the early towns in colonial 
Pennsylvania it had its regular fairs, copied 
after those of old England, and in its infancy 
it had a "negro plot," which culminated, 
in 1803, in a conspiracy to burn the place. 
A large number of negro slaves was at that 
period held here, and these conceived the 
idea that the shortest road to liberty was by 
the destruction of the property of their 
owners. The plot was discovered by a negro 
woman being seen to throw a pan of coals 
at noonday in her master's barn. She con- 
fessed that it was a concerted plan to fire 
the whole town "at 12 o'clock;" but, for- 
tunately for the people, she had mistaken 
midday for midnight. What punishment 
was meted out to the conspirators history 
does not record. 

Congress retired to this place from Phila- 
delphia at the time of the battle of Brandy- 
wine, in September, 1777, which led to the 
occupancy of that city by the British, and 
remained here for nine months. Their ses- 
sions were held in the old court-house, vi'hich 
stood in the public square and was demol- 
ished in 1841. Hon. Philip Livingstone, a 
member from New York, and one of the 
signers of the Declaration of Independence, 
died here on the nth of June, 1778, and 
was buried in the cemetery of the German 
Reformed Church. A curious incident marked 
the assembling of the Continental Congress 
here. When the first Episcopal church was 
built, in 1774, Queen Charlotte, of England, 
presented it with a bell, but by some means 
it got into the cupola of the court-house 



200 



THE PENNSYLVANIA RAILROAD. 



instead of the church steeple, and served to 
call together the rebel Congress. 

A company was incorporated for supplying 
the town with water, in iSo6. In 1833 the 
Codorus was made navigable by a series of 
slack-water pools and locks to the Susque- 
hanna. In 183S the railroad was completed 
to Baltimore, and in 1839 the railroad to 
Columbia was finished, connecting there 
with the State railroad to Philadelphia. York 
contains a large number of manufacturing 
industries, among which are the Empire Car 
Works, the York Car Works, the Pennsyl- 
vania Agricultural Works, and the Variety 
Iron Work.s, employing in the aggregate five 
hundred and fifty men. Several flour and 
paper mills are located in the immediate 
vicinity. Merchandising is extensively car- 
ried on with all portions of the county, — the 
borough being the centre of an extensive and 
growing trade. Tobacco is cultivated in 
York county and yields a handsome return 
to the farmers. The town contains fourteen 
churches, representing all Christian denomi- 
nations, thirty-one public and four private 
schools, a public hall, five banks, a number 
of good hotels, and the usual public build- 
ings, constructed in a substantial manner. 
Population, 11,003. (Junction with North- 
ern Central Railway. ) Stage lines run from 
York tri-weekly to Peach Bottom, distance 
thirty miles; tri-weekly to Dillsburg, dis- 
tance twenty miles; and semi-weekly to 
Berlin, distance thirteen miles. 



MIFFLIN AND CENTRE COUNTY 
BRANCH. 

Leased by Pennsylvania Railroad Company, 1S65. 

Lewistown. — Point of junction with main 
line. (See page 120 for description. ) 

Logan, four miles. — The Logan Iron and 
Steel Works and the Standard Steel Works 
are located here, employing together four 
hundred men. Population about 1000. 

Yeaoertown, five miles. 

Mann's, six miles. — This station is at the 
celebrated axe factory of the same name, 
which employs one hundred and fifty men. 

Reedsville, seven miles. — A small woolen 
mill is located here, and some trade is car- 
ried on with the surrounding country, which 
is well cultivated. The village contains two 
churches, a seminary, and two hotels. Popu- 
lation of township, 1250. A daily stage 



runs to and from Belleville, distance eight 

miles. 

Honey Creek, ten miles. 

Nagney, eleven miles. 

MiLROY, thirteen miles, the terminus of 
the road, is an active village in Mifflin 
county. It contains a woolen factory, saw- 
mills, and other branches of industry. Fos- 
sil iron-ore is mined near the station and 
shipped in large quantities, and lime-burn- 
ing is carried on — about forty tons of the 
latter being sent daily to Lewistown. The 
village contains three churches, two public 
halls, a graded school, and two hotels. 
Population about 600. A daily stage line 
nms to Bellefonte, distance twenty-one 
miles. 

BEDFORD AND BRIDGEPORT RAIL- 
ROAD. 

Leased by Pennsylvania Railroad Company, 1872. 

Huntingdon. — Intersection of Hunting- 
don and Broad Top Railroad, which is the 
connecting link, forty-five miles in length, 
between the main line and the Bedford and 
Bridgeport Railroad, commencing at Mount 
Dallas. (^For description of Huntingdon, 
see page 129. ) 

Mount Dallas. — This is the station for 
Everett, a flourishing borough in Bedford 
county, containing, among other industries, 
a steam-tannery, an iron foundry, and coach 
factory. Mercantile business is extensively 
carried on, — a large and productive area 
of country being tributary to the place. 
Fossil and hematite iron-ores are mined 
in the vicinity, about one hundred men 
being employed, and the shipment amount- 
ing to thirt\' thousand tons annually. The 
borough of Everett — until recently known 
by the historic name of Bloody Run — 
contains four churches, a bank, an excel- 
lent system of common schools, and three 
hotels. Population, 557. A daily stage 
runs to Chambersburg, distance forty-eight 
miles. 

AsHCOM, two miles.* 

LuTZViLLE, three miles. 

Hartley, four miles. 

Jameson, six miles. 

Bedford, eight miles. — Seat of justice of 
Bedford county. This count}- was formed 
out of part of Cumberland, on the 9th of 
March, 1771, by the colonial legislature, and 
was the ninth established in the province. 

* The distances on this road are from Mount Dallas. 



BEDFORD. 



201 




BEDFORD 

At the time of its formation it embraced the 
entire south-western portion of the colony. 
The county is mountainous and hilly, — the 
ranges of Sideling hill, Ray's hill, Clear 
ridge, Tussey's, Dunning's, and Will's moun- 
tains passing through it, and the main Alle- 
gheny forming its western boundary. In the 
midst of these mountains are fertile valleys 



of limestone and red shale lands, highly 
improved and peculiarly beautiful. The 
principal streams are the Raystown branch 
of the Juniata, Dunning's creek, and Will's 
creek. Iron-ore of the finest quality abounds 
in all portions of the county, and in the 
vicinity of the town of Bedford hematite 
and foissil ores are extensively mined for 



202 



THE PENNSYLVANIA RAILROAD. 



shipment. Semi-bituminous coal exists in 
the south-eastern corner, in what is known 
as the Broad Top region, and is worked to a 
considerable extent, — railroad improvements 
to facilitate this industry having been built 
in the last score of years. 

The first settlement made where Bedford 
now stands was at an early period — probably 
before 1750 — by an adventurous pioneer 
named Ray, and was known by the name of 
Raystown. The marks of this settlement 
were almost obliterated when the region first 
became familiar to the whites, and the fate 
of those who made it is lost in oblivion. 
In 175s a road was cut through this region 
of country from Fort Loudon to a point on 
Braddock's road, in what is now Somerset 
county. This was done to facilitate the 
defense of the frontier, and several military 
posts were established upon it, one being 
located at or near the point subsequently 
occupied by Fort Bedford. This fort was 
commenced in 1757 by the advance troops 
of General Forbes' expedition against Fort 
Du Quesne, the location being suggested by 
Colonel Armstrong. On the i6th of August, 
1758, Major Shippen, who was attached to 
the staff of Colonel Bouquet, writes from 
the camp at Raystown: — "We have a good 
stockade fort here, with several convenient 
and large storehouses. Our camps are all 
secured with a good breastwork and a small 
ditch on the outside." Forbes' army con- 
centrated here late in the summer of that 
year, and moved from the place soon after- 
ward on the memorable expedition which 
resulted in the extinction of French domin- 
ion on the Ohio. Colonel Washington, of 
Virginia, joined the army here. A garri- 
son of two hundred men was left at the fort, 
which, at the time, was named Bedford, in 
honor of the Duke of Bedford, the settle- 
ment around it being known as Raystown 
for several years later. The name of Bed- 
ford is of Saxon origin, and means "town 
on the ford." The town of that name in 
England was granted by William Rufus, the 
son and successor of William the Conqueror, 
to Payne de Beauchamp, one of the Norman 
invaders, and from him sprung the family 
who transferred the title to this town in the 
midst of the mountains of America. Gen- 
eral Forbes, in one of his letters, speaks of 
Fort Bedford as being "the first in Penn's 
settlement on the west side of the Allegheny 
mountains." The town naturally took the 
title of the fort, and the old name of Rays- 



town is only perpetuated in the river which 
flows by it. Bedford was the only fort 
between the Ohio and the Delaware regu- 
larly garrisoned by British troops, and this 
they occupied from the time of Forbes' 
expedition until 1770, — a period of twelve 
years, — during which it was considered a 
military post of some importance. 

Many incidents are preserved by histo- 
rians of this early military post and frontier 
settlement. Savage massacres occurred all 
around it, and sanguinary events of border 
life mark pages of its annals. The Ameri- 
can Indian-fighters were not always willing 
to submit to the regulations of the govern- 
ment or the orders of British officers, and, 
consequently, often came in collision with 
the troops of the mother country. One of 
the most daring of these border warriors 
was Colonel James Smith, who, previous to 
the Revolution, occupied a conspicuous lead- 
ership in Bedford and Franklin counties. 
Having the Indians to fight from necessity 
as well as choice, he and his partisans were 
not satisfied that traders, licensed and pro- 
tected by the English authorities, should 
supply the savages with arms and ammuni- 
tion; and, when their remonstrances were 
unheeded, they resorted to force to prevent 
the murderous trade. One of his attacks 
upon a company of traders gave the name 
to Bloody Run, a place near Bedford, where 
the English account stated "the rivulet was 
dyed with blood and ran into the settlement 
below, carrying with it the stain of crime 
upon its surface." 

For this and other similar acts Smith and 
his men — known as "Black boys," from the 
fact that they generally disguised themselves 
as Indians when on the "war-path" — were 
hunted down by the British regulars, and 
many of them arrested and confined in Forts 
Loudon and Bedford. Smith himself was 
not captured, and determined to release 
those of his companions who were. He 
succeeded at Fort Loudon by capturing 
more of the British than they held Ameri- 
' cans, and then exchanging two for one until 
all his men were released. The guns re- 
tained by the British were secured by cap- 
' turing the commander of the fort and 
holding him until they were given up. At 
Fort Bedford he adopted a different and 
more daring plan to secure the liberty of the 
imprisoned Americans. He tells the story 
himself, in the following words: — 

"I collected eighteen of my old 'Black 



BEDFORD. 



203 



boys' that I had seen tried in the old Indian 
war. 1 did not desire a large party, lest 
they should be too much alarmed at Bed- 
ford, and accordingly be prepared for us. 
We marched along the public road in day- 
light, and made no secret of our design; we 
told those wnom we met that we were going 
to take Fort Bedford, which appeared to 
them a very unlikely story. Betore this I 
made it kiiown to one William 'i'liompson, 
a man whom I could trust, and who lived 
tiiere; him I employed as a spy, and sent 
him along on horseback before, with orders 
to meet me at a certain place near Bedford 
one hour before day. Tne next day, a little 
before sunset, we encamped near the cross- 
ings of the Juniata, about fourteen miles 
from Bedford, and erected tents, as though 
we intended staying all night; and not a 
man in my company knew to the contrary, 
save myself. Knowing that they would hear 
this in Bedford, and wishing it to be the 
case, I thought to surprise them by stealing 
a march. 

"As the moon rose about eleven o'clock, 
I ordered my boys to inarch, and we went 
on at the rate of five miles an hour, until 
we met Thompson at the place appointed. 
He told us that the commanding officer had 
frequently heard of us by travelers, and had 
ordered thirty men upon guard. He said 
they knew our number, and only made game 
of the notion of eighteen men coming to 
rescue the prisoners; but they did not expect 
us until toward the middle of the day. I 
asked him if the gate was open. He said 
it was then shut, but he expected they would 
open it as usual at daylight, as they appre- 
hended no danger. I then moved my men 
privately up under the banks of the Juniata, 
where we lay concealed, about one hundred 
yards from the fort gate. I had ordered the 
men to keep a profound silence until we got 
into it. I then sent off Thompson again to 
spy. At daylight he returned and told us 
that the gate was open, and three sentinels 
were standing upon the wall ; that the guards 
were taking a morning dram, and the arms 
standing together in one place. I then 
concluded to rush into the fort, and told 
Thompson to run before me to the arms. 
We ran with all our might, and as it was a 
misty morning, the sentinels scarcely saw 
us until we were within the gate and took 
possession of the arms. Just as we were 
entering, two of them discharged their guns, 
though I do not believe they aimed at us. 



We then raised a shout which surprised the 
town, though some of them were well pleased 
with the news. We compelled a blacksmith 
to take the irons off the prisoners, and then 
we left the place. This, 1 believe, was the 
first Britibh fort in America that was taken 
by what they call American rebels." 

The adventure related took place in 1769, 
and it is asserted that one of Smith's men 
captured at the time the flag of the fort and 
carried it away with him. A few years ago 
it was said to be in the possession of some 
of his descendants, living near Bedford. 

There is still standing in the town a log 
house — to which have been built two addi- 
tions, one of brick the other of stone, the 
whole now being used as a hotel — erected 
as quarters for the British officers in the fort, 
and as such occupied by them. It was for 
many years known as "The King's House." 
The position it occupies is the highest in 
the old part of the town, and immediately 
in front of it is a small square, called the 
"diamond," probably marking a part of 
the area occupied by the fort itself, which 
is described by historians as having been 
remarkably regular in form. 

Bedford was laid out by order of the 
governor and council, in 1766, by John 
Lukens, surveyor-general, aiicl incorporated 
as a borough March 13th, 1795. When the 
county was formed, Arthur St. Clair, who 
resided in the portion of the county after- 
wards embraced in Westmoreland, was, with 
other gentlemen, named as a commission, 
who were authorized to purchase, in trust, a 
piece of land in the town and erect thereon 
a court-house and jail. The first court was 
held in the coun y on the i6th of April, 
1 771, — St. Clair holding at that time the 
offices of prothonotary, register, and re- 
corder. In 1783 the court sitting here fixed 
the rates to be charged by tavern-keepers in 
the county — the price of a bowl of rum, to 
contain half a pint, to be one shilling; of a 
half a pint of whisky or cider to be six 
pence, and of each meal to be one shilling. 
These rates were to be publicly displa}ed in 
every house of entertainment. 

Two companies were raised in the county 
for the American army at the commence- 
ment of the Revolution, and marched to 
Boston. Patriotism was a marked attribute 
of its people during the long struggle ; and 
although the settlement was far removed from 
the scenes of strife, and had to repel con- 
stant inroads of the savages, yet its citizens 



204 



THE PEXNSVLVAXIA RAILROAD. 



were zealous in support of the cause of 
independence, voluntarily enduring hard- 
ships and privations and shedding their blood 
on many fields of strife, until the surrender 
of Cornwallis, at Yorktown, gave the much- 
prized boon of liberty to the country. 

On the 1 8th of October, 1794, the Penn- 
sylvania troops, called out by President 
Wa.shington to suppress the whisky insurrec- 
tion in the western part of the State, con- 
centrated here, under Governor Mifflin, and 
went into camp. These were subsequently 
joined by the troops from New Jersey and 
Delaware, and made an army of about seven 
thousand men, encamped immediately around 
the town of Bedford. On the 19th of Octo- 
ber President Washington and Governor 
Lee, of Virginia, commander-in-chief of the 
expedition, arrived from Cumberland, Mary- 
land, where the troops from Virginia and 
Maryland were concentrated. The Presi- 
dent was received with a salute of fifteen 
guns; but otherwise there was no display 
on his arrival, — he having come quietly, 
with an escort of only four dragoons. On 
the 20th he addressed a communication to 
Governor Lee, complimenting the army on 
its excellent condition, and conveying to 
them his estimate of the high duty they 
were called out to perform. This commu- 
nication was embodied in a general order 
issued by Governor Lee, on the 21st, direct- 
ing the expedition to move. On the 22d 
the army marched from Bedford toward 
Pittsburg, and the same day the President 
left for the seat of government, at Philadel- 
phia. During Washington's stay at Bedford 
he occupied, according to tradition, a stone 
house, still standing, on the main street, 
near the centre of the town. 

For thirty years of the present century 
Bedford continued to be an important place 
in Pennsylvania. Located almost in the 
centre of the principal route of communi- 
cation between the Susquehanna and Ohio 
rivers, it was known to all travelers east or 
west, and many of the most distinguished 
men in America made it a stopping-place 
in their journeys. The palmy days of stage- 
coaches congregated here a degree and 
kind of enterprise unknown in the present 
age. Its citizens were noted for their refine- 
ment and intelligence. Such men as Thomas 
Smith and John Todd, both judges of the 
Supreme Court of Pennsylvania and distin- 
guished in the national government ; George 
Woods, the surveyor who laid out the city 



of Pittsburg; Robert J. Walker, secretary 
of the treasury of the United States; and 
others of approximate distinction made it 
their homes, or were "native and to the 
manor born." A later generation, of almost 
equal note, followed them, and it is safe to 
say that no interior town in the State has 
occupied a more conspicuous place in its 
annals. 

The construction of railroads, diverting 
the tide of travel to other regions, was a 
serious blow to Bedford. As a consequence, 
the town languished for many years, assuming 
that venerable appearance which, however 
respectable, is so decidedly un-American. 
A few years ago enterprise pushed the iron 
tracks to and through it, and simultaneously 
the wonderful deposits of iron-ore, which 
abound in almost every portion of the county, 
began to attract attention. Large invest- 
ments were made by capitalists from a dis- 
tance, and enterprise in this direction bids 
fair soon to elevate both the town and county 
to their former position of prominence. 

Bedford is situated in the midst of a fer- 
tile limestone valley, hemmed in on all sides 
by mountains, through which the streams 
cut their way in deep, romantic gorges, 
creating many scenes of wild and picturesque 
beauty. Most of the buildings are of brick, 
and some of them display considerable taste 
in their architecture and surroundings. The 
town contains five churches, some of them 
quite handsome; a large, well-arranged 
school building; a public hall, a bank, the 
usual county buildings, and extensive hotel 
accommodations. Considerable trade is 
carried on with the surrounding country, 
and the business of the place is flourishing. 
Population, 1247.* Stage lines run daily 
to Hollidaysburg, Blair county, distance 
thirty miles, and to Stoystown, Somerset 
county, distance thirty-eight miles. Popu- 
lation of county, 29,635. Value of agricul- 
tural productions, $1,765,574. Number of 
manufacturing establishments, 369 ; hands 
employed, 943; wages paid, $182,020; 
capital invested, $1,372,515 ; materials used, 
$1,113,090; value of products, $1,587,024. 



* Since 1870 the corporate limits of the borough have been 
extended, making the present population fully two thousand. 
No iron mines were then in operation, but at present this busi- 
ness is extensively carried on, — one mine near the town employ- 
ing one himdred hands and shipping forty thousand tons of ore 
annually. Other mines are about going into operation, and this 
industry promises to become important. About ten miles east 
of Bedford the Cambria Iron Company have made extensive 
improvements, and are shipping large quantities of ore to their 
works in Johnstown. 



BEDFORD SPRINGS. 



205 



Number of bituminous coal mines, 6; hands 
employed, 252 ; wages paid, $94,010; capital 
invested, $103,600; tons mined, 115,200. 

Bedford Springs. — One mile south of 
Bedford are the celebrated mineral springs. 
They have been known to the public since 
the commencement of the present century ; 
and while they may not have achieved the 
popularity of other resorts more easy of 
access, yet, as resting-places for exliausted 
humanity, and as nature's panacea for the 
" ills that flesh is heir to," they rank second 
to none in America, or, probably, in the 
world. Located in the midst of charming 
scenery, where the air is as pure as the 
waters are limpid, everything around and 
connected with them — the deep shade, the 
murmuring streams, the rich verdure, the 
secluded walks, the smooth drives — seem 
to echo the refrain — "If there is peace in 
the world, it is here. ' ' 

Various legends exist of the discovery of 
these medicinal fountains. Some of these 
go back to the times when the Indians dwelt 
in the region, and tell how the Great Spirit 
blessed the waters for the benefit of a favored 
tribe. A more authentic one relates that, 
in 1794, an eccentric individual, named 
Nicholas Schoufifler, who was a monomaniac 
on the subject of gold discoveries, and spent 
all his time searching for the precious metal 
along the eastern spurs of the Alleghenies 
and the streams flowing through them, at 
length got upon Shover's run, — the creek 
which runs by the springs, — and followed it 
up until he came to a marsh thickly covered 
with underbrush. Here he found what he 
conceived to be the realization of all his 
hopes. The stones in portions of this marsh 
were thickly coated with a yellow incrusta- 
tion which, to Schouffler's eyes, shone like 
pure gold. This was only the deposit left 
by the mineral waters; but the discoverer 
knew it not, and built a rude furnace in 
which he sought to secure the treasure by 
melting the rocks and evaporating the water. 
It is needless to say that his labor was lost, 
and that he, like many other seekers for 
fortune, was doomed to sad disappointment. 
But Schouffler's developments proved there 
was something extraordinary in this marsh, 
and attention was directed to it. In 1S03 
Dr. Anderson purchased the land upon 
which it was, and by analyzing the waters 
satisfied himself of their medicinal character. 

The first account given of the beneficial 
use of the water states that, "in the year 



1804, a mechanic of Bedford, when fishing 
for trout in the stream, near the principal 
fountain, was attracted by the beauty and 
singularity of the waters flowing from the 
bank, and drank freely of them. They 
proved purgative and sudorific. He had 
suffered many years from rheumatic pains 
and formidable ulcers on the legs. On the 
ensuing night he was more free from pain 
and slept more tranquilly than usual; and 
this unexpected relief induced him to drink 
daily of the waters, and to bathe his limbs 
in the fountain. In a few weeks he was 
entirely cured. The hapi-iy effect which 
they had on this patient led others, labor- 
ing under various chronic diseases, to the 
springs. In the summer of 1805, many vale- 
tudinarians came in carriages and encamped 
in the valley, to seek from the munificent 
hand of nature their lost health." Such 
being the effects of the water, and the 
demand for it increasing, the people of 
Bedford, according to one historian, joined 
together to trace the fountain to its source. 
This was found, as it now appears, bursting 
from the rock in the side of the mountain. 

This spring has a regular flow, unaffected 
by drought or rain, of sixteen and a half 
gallons a minute. Its uniform temperature 
is about fifty-seven degrees. To the novice 
the water has an unpleasant taste, but use 
soon makes it palatable. The waters are 
classified as purgative chalybeate, and in 
their properties resemble the springs of 
Franzensbad, in Bohemia, and several other 
celebrated spas of Europe, where the mineral 
mud bath is used with great advantage in 
cases of paralysis, rheumatism, and gout. 
Professor Walton, in his able work on "The 
Mineral Springs of the United States and 
Canada," classifies but seven springs under 
the head of "purgative waters." Of these, 
three are in Kentucky, one in Oregon, one 
in Michigan, one in Vermont, and only 
the Bedford Springs in the Middle States. 
Chemical analysis of the water gives the 
following result: — One quart, being evapo- 
rated, gave thirty-one grains of residuum. 
This contained — 

Sulphate of magnesia 20 grs. 

■Sulphate of lime 2^{ " 

Muriate of soda, 2^ " 

Muriate of lime, H '* 

Carbonate of iron 'X " 

Carbonate of lime, 2 " 

Loss ^ " 

Total 31 " 



206 



THE PENNSYLVANIA RAILROAD. 



The same quantity of water contained 
eighteen and a half cubic inclies of carbonic 
acid gas. A medical writer, commenting 
upon this analysis, says: — "Taken in mod- 
erate quantities, it must be one of the finest 
aperient or deobstruent medicines in the 
whole materia medica. As a deobstruent, 
it must also have a powerful diuretic effect ; 
hence its utility in obstructions, and espe- 
cially in liver complaint and debility of the 
system." 

Another medical writer, in an article 
contributed to the "Medical E.xaminer," 
says: — "The sensible action of the water of 
the mineral spring is on the kidneys, pro- 
ducing very prompt and profuse diuresis; 
on the skin, giving rise to very free per- 
spiration; and on the bowels, causing gentle 
catharsis. It will thus be evident that all 
the emunctories are stimulated to increased 
activity; the discharges are copious, and 
yet, not only is no debility induced, but 
there is an actual increase of vital force in 
proportion to this activity. I have myself 
twice gone to Bedford so prostrated as 
scarcely to endure the fatigue of the jour- 
ney, and wholly disqualified for all exertion, 
and have in both instances returned, at the 
end of a fortnight or three weeks, restored 
to my wonted power of labor; and have 
witnessed similar results in the cases of 
friends and patients." 

Not only is this great fountain of health 
provided by nature here for the relief of 
suffering mankind, but others abound in the 
same little valley, as if the Creator had 
sought to concentrate in one spot a multi- 
tude of blessings. "Within a very small 
area are to be found one spring of pure slate 
water, another impregnated with hydro- 
sulphuric acid, and a very copious spring of 
mountain limestone water." This diversity 
of water is accounted for by Professor Rod- 
gers from the geological character of the 
valley, lying on the "dislocated side of a 
synclinal trough or basin in the strata, 
which are here .steeply uptilted," and the 
red sandstone, the slate, and the fossilifer- 
ous limestone all brought to the surface. 

A mile and a half north-east of Bedford 
is a chalybeate spring, which has, during 
the last ten years, come prominently into 
notice, although its existence was known 
for a long time. It is in the midst of a 
deposit of bog iron-ore, where portions of 
the skeleton of a mammoth were dug up 
while opening the spring. Handsome im- 



provements have been made here, including 
a fine hotel. 

Nature has been lavish in her bestowal of 
bounties upon this watering-place, and its 
surroundings are full of interest, both natu- 
ral and historical. If it has not been im- 
proved to its capacity by art, it fortunately 
has not been marred — for the native rocks, 
the giant trees, the wooded hills, and the 
dancing rivulets are still as God made them. 
Standing by the fountains of health as they 
gush from mother earth, only so much of 
the blue sky is visible as two mountains, 
five hundred feet high, whose bases come 
nearly together and whose sides slope off at 
an angle of about fifty degrees, leave ex- 
posed ; and from the tops of these elevations, 
reached by smoothly-graded, meandering 
paths, landscapes of beauty are presented 
that the whole State can hardly rival. 

The hotel accommodations at the Springs 
are sufficient for six hundred guests, while 
those of the entire town and vicinity have a 
capacity of about two thousand. Access to 
the place can now be had by railroad from 
all parts of the country. (From Bedford the 
Dunning's Creek Branch Railroad extends, 
via Chalybeate Spring, Yount's, Hughes', 
Cessna, and Sill's, to Holderbaum, a distance 
of twelve miles, through an iron-ore region 
of great extent and richness.) 

WoLFSBURG, eleven miles. — Twenty thou- 
sand tons of iron-ore are annually shipped 
from this station. 

Napier, thirteen miles. — Schellsburg, an 
old and well-known town on the turnpike 
road, at the base of the main Allegheny 
mountain, is near this station. 

Mann's Choice, sixteen miles. — Suljjhur 
springs exist at this station, and accommo- 
dations are provided for visitors. 

Sulphur Springs, eighteen miles. 

Buffalo Mills, twenty-one miles. 

Bard, twenty-three miles. 

FossiLViLLE, twenty-seven miles. 

Will's Creek, thirty miles. 

Bridgeport, thirty-one miles. — Junction 
with Pittsburg, Washington and Baltimore 
Railroad. 

Cook's Mills, thirty-six miles. 

State Line, thirty-nine miles. — Termi- 
nus of Bedford and Bridgeport Railroad and 
junction with Cumberland and Pennsylvania 
Railroad, running to Cumberland, distant 
six miles, where connection is made with 
the Baltimore and Ohio Railroad. Cum- 
berland is a city in Allegheny county. 



TYRONE— VAIL— BALD EAGLE— HANNAH— MATILDA, ETC. 



207 




WUNCY MOUNTAIN, Nl.AK. KELLKFuN IE. 



Maryland. It is the centre of the Maryland 
coal trade and the terminus of the Chesa- 
peake and Ohio canal. Being at the eastern 
base of the Allegheny mountains and on the 
Potomac river, it is surrounded with magnifi- 
cent scenery, some of the finest of which is 
seen in the valley of Will's Creek, on the 
line of the Bedford and Bridgeport Railroad. 
Population, 8056. 



BALD EAGLE VALLEY BRANCH. 

Leased by Pennsylvania Railroad Company, 1864. 

TvRONE. — Point of junction with main 
line. (See page 133.) 

Vail, three miles. — Intersection with 
Tyrone and Clearfield Railroad. 

Bald Eagle, five miles. — Iron-ore is mined 
for shipment near this station. A daily stage 
runs from here to Warrior's Mark, distance 
four miles. 

Hannah, eleven miles. — First station in 
Centre county. 

Matilda, fourteen miles. 

Martha, seventeen miles. — Iron-ore and 
coal exist in the vicinity. A saw-mill and 
a grist-mill are located here. 

Julian, twenty-one miles. — Charcoal for 
use in iron manufacture is burned here. 



Fossil iron-ore is found in the neighbor- 
hood. 

Unionville, twenty-six miles. — A semi- 
nary is in flourishing operation at this station, 
and an active local business is transacted. 

MiLESBURG, thirty-one miles, is an import- 
ant borough in Centre county. Among its 
industries are a rolling-mill, iron furnaces, a 
forge, and wire-mill, employing near five 
hundred men. The Snow-Shoe Railroad, 
running to the coal-mines of the same name, 
intersects near here and carries annually 
about eighty thousand tons of coal. This 
road reaches a high elevation in the moun- 
tains, and passes through some remarkably 
bold scenery. A good hotel, frequented by 
summer tourists, is at the village of Snow- 
Shoe. Milesburg contains several hotels and 
four churches. Population, 600. A branch 
road, two miles in length, runs from this 
station to Bellefonte. 

Bellefonte, thirty-three miles. — County 
seat of Centre county. This county was 
organized by act of 13th February, 1800, 
and is so named from the fact that it is 
in the geographical centre of the State. 
It is composed of a series of rugged moun- 
tain ranges and luxuriant limestone valleys, 
traversing the county from south-west to 
north-east. The mountains in the county 



208 



THE PENNSYLVANIA RAILROAD. 



are Tussey's, Path Valley, Brush, Nittany, 
Bald Eagle, and the great Allegheny. The 
valleys are Penn's, Brush, Nittany, and Bald 
Eagle, through the latter of which the rail- 
road is constructed. The principal streams 
are Penn's creek. Bald Eagle creek. Fishing 
creek, Beach creek, and Moshannon creek, 
(which forms the boundary between this and 
Clearfield county, ) and many other smaller 
streams. Like Blair county, which joins it 
on the south, Centre has a number of mag- 
nificent springs gushing out of the limestone 
strata at the base of the great Allegheny, and 
fed by the accumulated waters of that giant, 
from one of which Bellefonte takes its name. 
The county is rich in iron-ore, and the 
manufacture of iron has long been a promi- 
nent industry. Bituminous coal abounds in 
the northern portion of the county, and is 
extensively mined. The valleys are well 
cultivated, and the general thrift of the Ger- 
man farmers, who compose a large portion 
of the population, is everywhere observable. 
Lumbering is extensively carried on in the 
pine forests of the Alleghenies, but the 
supply is rapidly disappearing before the 
axes of the woodmen. 

The first settlement in Centre county 
was made soon after the treaty of Fort 
Stanwix, in 1768, by Colonel James Miles, 
of Philadelphia, at the place where Miles- 
burg now stands. Here was situated an 
Indian village, and at it lived a warrior 
named Bald Eagle, who had his wigwam 
between two large white-oak trees, which 
remained standing until some forty years 
ago. It was from this warrior that the 
mountain, the valley, and the creek took 
their name, and not from the noble Ameri- 
can bird, as is generally supposed. Previous 
to the Revolution, the settlements in Centre 
were embraced in the townships of Bald 
Eagle and Potter, in Northumberland, and 
its early history is merged in the annals of 
that county. 

The early settlers, who were generally 
pioneers from the Susquehanna valley, had 
the usual troubles with the savages, and a 
block-house was erected a short distance 
below Milesburg, on Bald Eagle creek, for 
their protection, which was garrisoned for a 
short time by colonial troops in 1777. James 
Potter, a brigadier-general in the Revolu- 
tionary army, settled in Penn's valley soon 
after the treaty of 1768. He built a stockade 
fort near what is locally known as Logan's 
Gap,— traces of which fort could be seen as 



late as 1 840. At the commencement of the 
Revolution, Potter, with other settlers, was 
driven from the region by the hostile savages, 
but returned when peace was concluded and 
resumed the occupancy of his lands, some 
of which remained in possession of his 
descendants until a recent date. General 
Potter served with Washington during the 
war, and participated in the battles of Bran- 
dywine, Germantown, Morristown, and the 
terrible winter at Valley Forge. Subse- 
quently he occupied a prominent position 
in the history of Northern Pennsylvania, and 
Potter county was named in his honor. 

"The history of Centre county since the 
Revolution is that of a peaceable, indus- 
trious population, augmenting its numbers 
and wealth : it is the history of villages 
built, of farms and mines opened, of manu- 
factories established, of academies and 
churches founded, of roads and canals con- 
structed. Such a history records not details 
but happy results." Population, 34,418. 
Valueofagriculturalproductions,S2,o52,3i7. 
Number of manufacturing establishments, 
362; hands employed, 1451; wages paid, 
$462,486; capital invested, gi, 830, 346; 
materials used, gi, 876, 951; value of pro- 
ducts, $3,047,674. Bituminous coal-mines, 
7; hands employed, 302; wages paid, 
$145,978; capital invested, $626,100; tons 
mined, 184,456. Bellefonte is situated on 
elevated ground, near Spring creek, in the 
midst of a limestone valley abounding in 
agricultural and mineral wealth. It is sur- 
rounded by magnificent scenery, and is cele- 
brated for its pure atmosphere, its crystal 
waters, and the refinement of its inhabitants. 
Many of its edifices, public and private, are 
handsome structures, evidencing the taste of 
those who built and occupy them. As has 
already been stated, the town takes its name 
from a splendid spring, which not only sup- 
plies it with water, but furnishes the power 
to force it through the hydrants. Bellefonte 
was laid out about 1795, and when the 
county was formed the proprietors gave half 
the lots for public purposes. It was incor- 
porated as a borough in 1814. Among the 
distinguished men who, in former times, 
resided here, may be mentioned Andrew 
Gregg, who served sixteen years in the Na- 
tional House of Representatives and six in 
the Senate of the United States; Charles 
Huston and Thomas Burnside, judges of the 
Supreme Court of Pennsylvania, and Philip 
Benner, one of the pioneers of the iron 



CURTIN— MOUNT EAGLE— HOWARD— EAGLEVILLE, ETC. 



209 



industry of the State, and the first man to 
transport iron from the Juniata valley to 
Pittsburg and the West. The town contains 
an extensive iron furnace, a rolling-mill, an 
axe factory, and a machine-shop, employing 
together about three hundred and fifty men. 
A large business in merchandising is trans- 
acted. The State Agricultural College is 
located near, and it has also a flourishing 
academy, an excellent system of graded 
common schools, eight churches, one na- 
tional and three private banks, two public 
halls, fine hotels, and the usual county build- 
ings. Population, 2655. Stage lines run 
daily to Milroy, distance twenty-five miles; 
also, daily to Pine Grove, distance seven- 
teen miles. 

CuRTiN, thirty-four miles. — Two large 
iron establishments are in operation here, 
employing fo.ur hundred men. Grist and saw 
mills also exist. Iron-ore, to the extent of 
five thousand tons annually, is mined. The 
country around is fertile and well cultivated. 
Population about 400. 

Mount Eagle, thirty-seven miles. 

Howard, forty miles. — An iron furnace 
and rolling-mill are located here, employ- 
ing about one hundred and twenty-five 
hands. The surrounding country abounds 
in iron-ore and is rich in agricultural pro- 
ductions. Population, 298. A tri-weekly 
stage runs to Millheim, distance twenty 
miles. 

Eagleville, forty-four miles. — Lumber- 
ing is the principal business at this station, 
some three hundred men being employed. 
Farming is extensively prosecuted in the 
surrounding country. The town contains 
two churches, good schools, and two hotels. 
Population, 550. 

Beech Creek, forty-six miles. — First 
station in Clinton county. Two steam 
saw-mills here employ seventy-five men. 
Population at station about 400. A daily 
stage runs to the town of Beech Creek. 

Mill Hall, fifty-one miles. — An axe 
factory and a cement mill here employ about 
one hundred men. Other manufacturing 
industries are in operation. Population 
about 450. A daily stage runs to Belle- 
fonte, distance twenty-two miles, and a tri- 
weekly line to Logansville, distance ten 
miles. 

Flemington, fifty-three miles. 

Lock H.wen, fifty-four miles. — Terminus 
of road. (See Philadelphia and Erie Rail- 
road for description.) 



TYRONE AND CLEARFIELD BRANCH. 

Leased by Pennsylvania Railroad Company, 1867. 

Tyrone. — Point of intersection with main 
line. 

Vanscoyoc, seven miles. 

Gardner, eight miles. 

Mount Pleasant, eleven miles. 

Summit, thirteen miles. 

Sandy Ridge, fifteen miles. — The manu- 
facture of fire-brick is extensively carried 
on here, some sixty men being employed 
in the business. Population about 300. 

Powelton, sixteen miles. 

Osceola, twenty miles, — a thriving town 
in Clearfield county, — is the centre of a 
large coal and lumber business. The town 
is of recent growth, having been built up 
within the last score of years. It contains 
a very extensive and complete saw-mill, a 
shingle-mill, a spoke-shop, and a planing- 
mill, employing altogether about one hun- 
dred and twenty-five men, and in addi- 
tion has a number of minor industries. A 
large merchandising trade is carried on. 
In the immediate vicinity there are nine 
collieries in operation, employing over a 
thousand men and shipping five hundred 
thousand tons of bituminous coal annually. 
Additions are made to the number of these 
collieries each year. Contiguous to the town 
there are nine saw-mills, with a capacity of 
two hundred and thirty thousand feet of 
lumber per day, employing over four hun- 
dred men. Osceola contains three churches, 
a public hall, a bank, good schools, and 
two hotels. Population, 813. (Junction of 
Moshannon Branch Railroad, running to 
Houtzdale, distance six miles.) 

Dunbar, twenty-one miles. 

Steiner's, twenty-three miles. 

Philipsburg, twenty- four miles, is in 
Centre county, and was founded in 1 796, 
by Henry Phillips, of England, the eldest 
of three brothers who successively resided 
here in charge of a large estate, and from 
whom the town takes its name. Emigrants 
were brought from abroad to colonize the 
place, and a screw factory, (said to be the 
first in the United States,) a forge, and 
nail factory established. These industries 
were too remote from the centres of trade 
to prove profitable, and in time were aban- 
doned. The business of lumbering followed, 
and the dense pine forests covering the sur- 
rounding country have proved a source of 
prosperity to the present time. To this busi- 
ness has been added, since the construction 



BLUE BALL— WALLACETON—BIGLER— WOODLAND, ETC. 



ni 



of the railroad, coal-mining, and there are in 
operation in the vicinity three coal-mines, 
employing about one hundred and fifty men 
and shipping annually two hundred thousand 
tons. The town contains two planing-mills, 
an extensive steam-tannery, a steam flour-mill, 
a foundry and machine-shop, and a number 
of other industries. It has five churches, 
two public halls, a public library, two banks, 
good schools, and several hotels. Extensive 
deposits of fire-clay exist in the vicinity. 
Population, ioS6. (Junction of branch 
road to Morrisdale, distance four miles.) 

Blue Ball, twenty-seven miles. 

Wallaceton, twenty-nine miles. — A 
steam saw-mill is in operation here, and con- 
siderable lumbering is done in the vicinity. 
The village contains a public hall, and a 
population of about i6o. 

BiGLER, thirty-two miles. — Squared tim- 
ber is manufactured here, and there is one 
church at the station. 

Woodland, thirty-four miles. 

Barrett, tirirty-seven miles. 

Leonard, thirty-eight miles. 

Clearfield, forty-one miles. — Seat of 
justice of Clearfield county. This county 
was created by act of 26th March, 1804, but 
was not fully organized until January 29th, 
1822. It is situated on the north-western 
slope of the Alleghenies, and its surface is 
mountainous, although no distinct ranges 
exist within its limits. The mountains are 
broken into irregular spurs, deeply indented 
by such streams as the West Branch of the 
Susquehanna, Clearfield creek, Mashannon 
creek, Bennett's branch, and several minor 
tributaries of the Allegheny river. The soil 
is not fertile, although some of the alluvial 
bottoms yield good returns to the agricul- 
turist. Minerals abound in all sections, — 
almost the entire surface of the county 
being underlaid with bituminous coal, and 
iron-ore and fire-clay are found in many 
portions of it. Lumbering has been and 
continues to be the principal source of the 
wealth of its inhabitants, — the county being 
probably the best pine-timbered region in 
Pennsylvania. Coal is extensively mined 
in the south-eastern end of the county, and 
this industry grows in importance from year 
to year. Manufactories of fire-brick are 
also in operation, and a superior quality of 
sand, for the manufacture of glass, is quarried 
in various localities. 

The county was not settled until about 
the commencement of the present century. 



and has, therefore, but a limited history. 
Population, 25,741. Value of agricultural 
productions, $1,880,767. Number of manu- 
facturing establishments, 245 ; hands em- 
ployed, 726; wages paid, $182,405; capital 
invested, $1,298,857 ; materials used, $609,- 
792; value of products, $1,109,405. Num- 
ber of bituminous coal mines, 1 1 ; hands 
employed, 279; wages paid, $147,903; 
capital invested, $369,800; tons mined, 
181,237; value, $248,151. 

Clearfield is situated on the West Branch 
of the Susquehanna, and may justly be 
ranked among the most pleasant towns in 
Pennsylvania. Many of its buildings are 
elegant, and the general appearance of the 
place is attractive and flourishing. It was 
laid out about 1 806, on lands owned by 
Abraham Witmer, an enterprising citizen 
of Lancaster county, who donated one lot 
for a court-house, one for a jail, and three 
for an academy, and contributed three 
thousand dollars toward the erection of the 
public buildings. It occupies the site of 
an old Indian town, called Chinklacamoose, 
one of the last residences of the aborigines 
in Pennsylvania. Clearfield has an active 
trade. It contains a foundry, a steam-tan- 
nery, an extensive manufactory of cabinet- 
ware, a planing-mill, two saw-mills, and 
a manufactory of fire-brick. It has five 
churches, an academy, good public schools, 
three banks, a public hall, the usual county 
buildings, and several excellent hotels. 
Pcpulation, 1361. A daily stage line runs 
to Clarion, and a tri-wtekly line to Penfield. 



HOLLIDAYSBURG AND MORRISON'S 
COVE BRANCH. 

(Built by Pennsylvania Railroad Comp..ny, 1871.) 

Altoona. — Point of intersection with 
main line. (See page 138.J 

Eldorado, three miles. 

Canan's, four miles. 

Y Switches, seven miles. — At this point 
a branch road diverges to Duncansville and 
Newry, distance three miles. Duncansville 
is the site of a rolling-mill, a nail factory, 
and a tannery, employing together about 
one hundred men, and lime-burning gives 
employment to some twenty more. It has 
four churches and two hotels. Population 
about 800. Newrv is an agricultural station, 
at which there are three churches, a public 
hall, and a hotel. Population about 450. 



212 



THE PENNSYLVANIA RAILROAD. 



HoLLiDAYSBURG, eight miles. — Seat of 
justice of Blair county, which was formed 
by act of February 20th, 1846, out of Bed- 
ford and Huntingdon counties, and named 
in honor of Captain John Blair, son of 
Captain Blair, one of the early settlers, 
who commanded the expedition after the 
tories in 1778, mentioned in the sketch of 
Huntingdon county. The county is moun- 
tainous, having the Allegheny for its western 
and Tussey's mountain for its eastern bound- 
ary, and being intersected by other ranges, 
the most prominent of which is Dunning's. 
Some of its valleys are remarkably fertile: 
notably is this the case with Morrison's 
Cove, which is one of the most beautiful 
and productive in Pennsylvania. The 
county is well watered by the numerous 
streams rising in the Allegheny mountains, 
and contains several springs of such mag- 
nitude as to be natural curiosities. Iron- 
ore is very abundant and of excellent 
quality, and iron manufiicture is extensively 
carried on. Bituminous coal is mined in 
the western portion of the county. Near 
Hollidaysburg is a mountain which is said 
to be a solid limestone formation. The 
early history of Blair county is embraced in 
that of its parent counties of Huntingdon 
and Bedford. Population, 38,051. Value 
of agricultural productions, $1,405,706. 
Number of manufacturing establishments, 
440; hands employed, 3624; wages paid, 
$1,485,591; capital invested, 54,145,430; 
materials used, $3,704,301; value of prod- 
ucts, $6,428,366. Bituminous coal mines, 
6; hands employed, 191; wages paid, 
$81,500; capital invested, $150,100; tons 
mined, 161,850; value, $197,220. Iron- 
ore mines, 3; hands employed, 223; wages 
paid, $98,551; capital invested, $190,000; 
tons mined, 36,591. 

Hollidaysburg is delightfully situated on 
the Juniata river, near the base of the main 
Allegheny mountain. The elevated portions 
of it command views of mountain scenery 
of peculiar beauty, — the distance being suffi- 
cient to tone the rugged outlines and soften 
the tints into a mellowness which increases 
the attraction. A rich and highly-improved 
limestone country surrounds the town. Iron- 
ore is very abundant in the region and of 
excellent quality, and the adjacent moun- 
tains furnish an inexhaustible supply of bitu- 
minous coal. These advantages, added to 
others it enjoys, have made it the centre of 
a large iron manufacture. 



Hollidaysburg is of recent growth. In 
1830 it contained only seventy-two inhabi- 
tants and was but an isolated village in the 
county of Huntingdon. At that period the 
State was constructing the main line of pub- 
lic works, and the junction of the Juniata 
division of the canal with the Portage Rail- 
road was made here. This was the magic 
which changed the place from insignificance 
to prominence. In 1834 the line of public 
works was completed, and Hollidaysburg at 
once started on a career of prosperity. Its 
population grew into thousands, and manu- 
factories sprung up to increase its pro- 
gress. Although the canal and Portage 
Railroad have both passed away, being su- 
perseded by other improvements, the town 
has been able to maintain its prominence 
as a centre of business, and now justly 
ranks among the most important in Middle 
Pennsylvania. 

The town Wcs named after Adam Holliday, 
who settled here, with other pioneers, about 
1775. These settlers had to encounter sav- 
age hostility in its worst form, and during 
the first years of their stay were in con- 
stant war with the aborigines. But they 
were not the kind of men to yield to 
opposition, nor did they shrink from a 
little bloodshed when that was necessary, 
and they retained the homes they estab- 
lished, handing them down through gene- 
rations of descendants, many of whom are 
still living near the scenes of their ances- 
tors' trials and triumphs. 

The most prominent industries of the place 
are the works of the Blair Iron and Coal 
Company, those of the Hollidaysburg Iron 
and Nail Company, the Juniata Iron Works 
and Nail Factory, and two foundries and 
machine-shops, employing together about 
five hundred men. There are also tanneries, 
manufactories of soap, agricultural imple- 
ments, and carriages, and many minor in- 
dustries. Merchandising is a prominent 
business. Iron-ore banks are worked in the 
vicinity for home consumption, employing 
one hundred and fifty men. The town con- 
tains seven churches, two public halls, (one 
of which will seat two thousand persons, 1 a 
female seminary, excellent common schools, 
two large hotels, and the usual county build- 
ings. Population, 2952. Population of Gays- 
port, immediately adjacent, 799. Stages run 
daily to and from Williamsburg, distance 
thirteen miles. 

Williamsburg Junction, eight miles. — ■ 



LOOP— RESERVOIR— KLADDER'S— RIDDLE'S— McKEE'S, ETC. 



213 



Point of intersection of branch road to 
Williamsburg. 

Loop, ten miles. 

Reservoir, eleven miles. 

Kladder's, thirteen miles. 

Riddle's, fourteen miles. 

McKee's, fifteen miles. — An iron furnace 
is in operation here and ore mines are 
worked, shipping ten thousand tons an- 
nually. These industries give employment 
to seventy-five men. Population about 250. 
A daily stage runs from this station to 
Bedford. 

R0DM.4N, seventeen miles. — Iron furnaces 
and a forge are located here, employing 
about one hundred and fifty men. Iron- 
ore mines are extensively worked — two hun- 
dred men being employed in them, and 
other industries are in successful operation. 

Roaring Spring, eighteen miles. — This 
station takes its name from a remarkable 
spring which bursts forth in great volume. 
Among the industries here are a paper-mill 
and a grist-mill. Considerable mercantile 
trade is transacted with the surrounding 
country, which is fertile and highly culti- 
vated. Several churches are located here 
and a good hotel. Population about 250. 
A branch road runs from this place to the 
Orchill iron-ore mines, distance three miles. 
A daily stage runs to New Enterprise, in 
Bedford county, distance fourteen miles. 

Erb's, nineteen miles. 

Peck's, twenty miles. 

MartinsburgJunction, twenty-one miles. 

Martinsburg, twenty-two miles. — This 
is an old and beautifully located borough in 
Morrison's Cove, one of the most extensive 
and fertile limestone valleys in Pennsylvania. 
It contains an iron foundry, a planing-mill, 
and varous other mechanical industries. An 
extensive mercantile trade is transacted. 
About one hundred men are employed in 
mining iron-ore, and the annual shipment 
amounts to some six thousand tons. The 
town has several churches, a collegiate insti- 
tute, graded common schools, a bank, three 
public halls, and a good hotel. Population, 
536. A daily stage line runs to Woodbury, 
distance seven miles; also, a daily line to 
Cove station, on the Huntingdon and Broad 
Top Railroad, distance seven miles. 

Bassler's, twenty-three miles. 

Matthew's Summit, twenty-five miles. 

Henrietta, twenty-eight miles. — Iron- 
ore is extensively mined in the vicinity, the 
business giving employment to about five 



hundred men. The surrounding country is 
well cultivated. Population about 350. 



WILLIAMSBURG BRANCH. 

Built by Pennsylvania Railroad Company, 1873. 

Williamsburg Junction. — Intersection 
with HoUidaysburg and Morrison's Cove 
Railroad. 

Fr.^nkstown, three miles. — This was an 
important point on the turnpike, previous 
to the construction of canals and railroads 
in Pennsylvania. It took its name from an 
Indian chief, called Old Frank, who resided 
here at the time the first white settlements 
were made in the region, and was the recog- 
nized head of the aborigines. The first trail 
over the Alleghenies was called the Franks- 
town road, and passed from this settlement, 
by way of Blair's Gap, to the Conemaugh, 
being the same route on which the Portage 
Railroad was subsequently built. After 
HoUidaysburg started on its course of pros- 
perity, Frankstown lost most of its trade and 
prestige. It contains some manufacturing 
industries. Population of township, 1553. 

Reese's, five miles. 

Flowing Spring, eight miles. — This sta- 
tion takes its name from a spring which ebbs 
and flows every twelve hours, and is an 
established local curiosity. 

Franklin Forge, twelve miles. — (Junc- 
tion of Springfield Branch Railroad, running 
via Wertz, Royer, and Morrell to iron-ore 
mines, distance nine miles.) 

Williamsburg, fourteen miles, is an old 
and prosperous borough, and for near half 
a century has enjoyed considerable local 
trade and reputation. It was laid out in 
1794, by a German, named Jacob Ake, 
who let the lots on ground- rent, thereby 
jiaving the way for much dissatisfaction and 
contention among its later inhabitants. A 
spring here is of sufficient volume to drive 
several mills, a furnace, a forge, and, in 
addition, supplies the town with water. In 
the immediate vicinity is some peculiar and 
attractive scenery bordering on the Juniata 
river. Williamsburg has an active business 
with the adjacent country, which is fertile 
and productive. The Pennsylvania canal, 
now owned by the Pennsylvania Railroad 
Company, terminates here. Population, 
821. 



lU 



THE PENNSYLVANIA RAILROAD. 



EBENSBURG BRANCH. 

Leased by Pennsylvania R.iilroad Company, 1862. 

Cresson. — Point of intersection with 
main line. (See page 147.) 

Luckett's Crossing, two miles. 

MuNSTER, four miles. — There are two 
hotels, patronized by summer boarders, at 
this station. 

Noell's, five miles. 

K.wlor's, seven miles. 

Br.\dlev's, eight miles. 

Ebensburg, eleven miles, — the county 
seat of Cambria county, — was settled in 
1796 by a colony from Wales. Of these 
the Rev. Reese Lloyd appears to have 
been the first to build within the present 
limits of the town, and gave it its name 
in commemoration of his son Eben, who 
died about the time of settlement. For 
many years it retained the characteristics 
of its founders, and a historian, writing 
about 1S40, says: — "The ancient tongue of 
Cambria strikes the ear of the traveler from 
nearly every one he meets, and the services 
of three of the churches are conducted in 
that language." The site of Ebensburg is 
on the western slope of the Allegheny 
mountains, near two thousand feet above 
the tide-line of the Atlantic, and the sun 
sinks to rest below the level of the observer 
standing in the main street. From its 
elevated position it enjoys a peculiarly pure 
and healthful atmosphere — always cool and 
plea.sant in summer, and frost is sometimes 
seen every month in the year. It is a 
favorite resort in summer, and e.xcellent 
accommodations exist for about four hun- 
dred visitors. The town contains a foundry, 
the works of the Ebensburg Mining and 
Manufacturing Company, several tanneries, 
two banks, six churches, a normal and good 
public schools, five e.xcellent hotels, and the 
usual county buildings. Coal is mined in 
the vicinity for home consumption, and iron- 
ore exists in the adjacent hills. Population, 
1240. A daily stage line runs to Cherry 
Tree, distance twenty miles. 



INDIANA BRANCH. 

Owned by Pennsylvania Railroad Company. 

Bl.mrsville Intersectio.n. — Point of 
junction with main line. 

Blairsville, three miles. — /See Western 
Pennsylvania Railroad for description.) 



Smith's, five miles. 

Black Lick, seven miles. — Three fire- 
brick establishments, two steam saw-mills, 
and two grist-mills are located here, em- 
ploying together one hundred and seventy- 
five men. Bituminous coal, fire-clay, and 
iron-ore are mined in the vicinity for ship- 
ment. Population at station about 500. 
Rough's, nine miles. 
Homer, thirteen miles. — The manufac- 
ture of lumber is the principal business here, 
and a steam saw-mill and two grist-mills are 
in operation. Considerable trade is done 
with the adjacent country. Coal, iron-ore, 
and fire-clay are found in the vicinity. The 
town contains four churches and a popula- 
tion of about 700. 

Phillip's Mills, fourteen miles. 
Two Licks, fifteen miles. 
Reed's, seventeen miles. 
Indiana, nineteen miles. — Seat of justice 
of Indiana county. This county was formed 
by act of March 12th, 1803. It is situated 
in the second tier of counties west of the 
Allegheny mountains. Its surface is undu- 
lating, but not rugged — the two minor 
spurs of the Alleghenies, Laurel hill and 
Chestnut ridge, passing through it. The 
Conemaugh — assuming the name of Kiski- 
minetas after its junction with the Loyal- 
hanna — forms the southern boundary of the 
county. Black Lick creek. Yellow creek. 
Two Lick creek, Crooked creek. Plum creek, 
and branches of Mahoning creek, are the 
other principal streams within its limits. 
Much of the soil is fertile and well culti- 
vated, and coal, iron, and salt are found in 
the valley of the Conemaugh and on its 
tributary streams. 

The first settlements were made in Indiana 
county about the year 1769. These settle- 
ments were induced by explorations made 
in 1766-7, when the explorers were struck 
with the fact that a large area of territor)-, 
where Indiana now stands, was clear of 
timber and clothed with luxuriant grass, 
presenting an appearance similar to our 
western prairies. This natural peculiarity 
relieved them of the hard labor of "clear- 
ing," and they were not slow to profit by 
it. Similar miniature prairies existed in 
the counties of Somerset and Clearfield. 
The early settlers experienced peculiar hard- 
ships, from the remote and almost inacces- 
sible position they occupied. Roads were 
entirely unknown, and no mill for grinding 
grain existed nearer than Franklin county, 



BLAIRSVILLE INTERSECTION— BLAIRSVILLE. 



215 



in the Cumberland valley. To this region 
tedious and dangerous journeys were made 
with pack-horses, on which was carried 
the corn to be ground into flour. The 
savages were generally hostile, and wild 
animals, particularly wolves, abounded in 
great numbers. Life, with such surround- 
ings, could not have been all sunshine; but 
the settlers, witli a courage and determina- 
tion incomprehensible to the present age, 
stuck to their settlements, and, after years of 
trials, peace and prosperity came to them. 

In 1773 the first mill was built in the 
county. The same year the " Shawnee war" 
commenced, and the settlers were compelled, 
with a few exceptions, to flee for safety. A 
writer states that the Indians had then sev- 
eral towns in this region, and "at their 
leisure — and they contrived to have a good 
deal — they stole the white men's horses, and 
showed symptoms of no doubtful character 
as to their feelings towards their new neigh- 
bors." During the continuance of the Revo- 
lutionary war but little is known of this sec- 
tion and its settlers ; but after Wayne's 
treaty, in 1795, the Indian troubles ended, 
and the number of settlers rapidly increased. 
The majority of them were Irish and Ger- 
man, — the former predominating in num- 1 
bars. "That the inhabitants are religiously 
and morally disposed," says a historian, 
"may be inferred from the fact that in 1830 
there was a church in the county for every 
six hundred and fifty souls." 

The discovery of salt on the Conemaugh, 
and the construction of the Pennsylvania 
canal, gave great impetus to the prosperity 
of the county. The advantages gained then 
have never since been lost, and every por- 
tion of it evidences the energy and thrift of 
its people. Population, 36,138. Value of 
agricultural productions, §2,640,875. Num- 
ber of manufacturing establishments, 473; 
hands employed, 1086; wages paid, $199,- 
321; capital invested, §918,220; materials 
used, §822,498; value of products, §1,393,- 
408. Bituminous coal mines, 23; hands 
employed, 108; wages paid, §25,510; capital 
invested, §132,900; tons mined, 38,082. 

The town of Indiana was laid out in 1805, 
on a tract of two hundred and fifty acres of 
land, granted for the purpose by George 
Clymer, one of the signers of the Decla- 
ration of Independence. It is pleasantly 
situated and neatly built, most of the edifices 
being of brick or stone. Among its manu- 
facturing industries are one of straw-boards. 



a foimdry, and a planing-mill. It contains 
ten churches, a State normal school, good 
public schools, two banks, a public hall, a 
number of hotels, and the usual county 
buildings. Coal is mined in the neighbor- 
hood for home use. Population, 1606. A 
daily stage line runs to Punxsutawney, dis- 
tance twenty-six miles; a tri-weekly line to 
Elderton, distance twelve miles ; and a semi- 
weekly line to Cherry Tree, distance twenty- 
four miles. 



WESTERN PENNSYLVANIA RAIL- 
ROAD. 

Leased by Pennsylvania Railroad Company, 1865. 

BLAIRSVILLE Intersection. — Point of 
junction with main line. 

BLAIRSVILLE is an important town in In- 
diana county, the centre of an active trade, 
which it has enjoyed for many years, through 
several changes in the transporting business 
of Pennsylvania. It rose into prominence 
about 1828, when the western division of 
the canal was completed to this place. The 
carrying trade and the increased travel 
which the public works attracted were here 
obliged to resort to the turnpike for transit 
over the mountains, and as a point of trans- 
shipment the town assumed an important 
position. Large warehouses and hotels were 
built, the town grew rapidly, and swarmed 
with speculators, contractors, and forward- 
ing agents. This forced prosperity lasted 
but a few years, and when the entire line 
of improvements was finished, in 1834, the 
place relapsed to its normal condition. But 
there was too much energy among its people 
to permit stagnation, and new enterprises 
were started which maintained its position. 
At a later period the construction of rail- 
roads gave it quite an impetus, and more 
recently the development of coal-mines and 
the burning of coke have greatly stimulated 
its prosperity. 

Blairsville is beautifully situated on the 
Conemaugh, immediately below the mouth 
of Black Lick creek, in the midst of a pro- 
ductive agricultural region. It was laid out 
about 1819, and named in honor of John 
Blair, Esq., — the same who gave the name 
to Blair county, and who was at the time 
president of the Hollidaysburg and Pittsburg 
Turnpike Company. This company erected 
a bridge over the Conemaugh here, on the 
Wernwag plan, of a single arch, two hundred 



216 



THE PENNSYLVANIA RAILROAD. 



and ninety-five feet span. The structure was 
a novelty in bridge building at the time, and 
attracted much attention ; but it has recently 
been blown down and destroyed. Two miles 
east of tlie town, on the railroad, are the Isa- 
bella Coke Works, consisting of two hundred 
ovens, and employing as many men. These 
works extend along the Conemaugh, and at 
night present a strikingly grand appearance. 
Among other industries of the place are a 
planing-mill, a foundry, two tanneries, and 
two grist-mills. Coal is mined for shipment 
in the vicinity. The town contains a female 
seminary and academy, six churches, two 
banks, a public hall, and several good hotels. 
Population, 1054. (Junction of Indiana 
Branch Railroad.) 

Snyder, five miles. 

LiVER.MORE, eight miles. 

Tunnel, ten miles. — At this station the 
Conemaugh makes an abrupt curve around 
the end of a high hill. It was found im- 
practicable to construct the canal around 
this bend, and instead the hill was tunneled 
a distance of one thousand feet. The traveler 
on the railroad, which passes through a tun- 
nel in the same hill, can plainly see this great 
work, substantially arched with cut stone and 
emerging at its western end on a splendid 
aqueduct over the river, all now abandoned 
and useless, — the interstices of the stone 
affording sustenance to tufts of grass and 
creeping vines, — an enduring monument to 
the liberality of the State of Pennsylvania. 

Kelly's, twelve miles. — Fire-brick and 
salt works are in operation here, employing 
thirty-five men. 

White's, fifteen miles. 

Saltsburg, seventeen miles, on the Cone- 
maugh, at the point where the railroad 
crosses that river by a magnificent bridge, 
takes its name from the numerous salt wells 
in the vicinity. Settlements were made here 
as early as 1800, and in 181 3 an enterprising 
citizen, named William Johnson, commenced 
boring for salt, which he struck at the depth 
of four hundred and fifty feet, thus creating a 
new industry for the country. The scenery is 
strikingly grand, and the views up and down 
the river, from the car windows as they cross 
the bridge, cannot be surpassed in Penn- 
sylvania. The town contains a coach factory 
and other minor industries. Coal-mines are 
in operation, shipping about fifty thousand i 
tons annually. It has a literary institute, 
six churches, a public hall, a bank, and two 
good hotels. Population, 659. 



Fairbanks', eighteen miles. 

Helena, nineteen miles. 

Salina, twenty-one miles. 

North-west, twenty-two miles. 

Roaring Run, twenty-four miles. 

Apollo, twenty-seven miles, is a flourish- 
ing borough in Armstrong county, at which 
are located a rolling-mill for the manufac- 
ture of sheet iron, employing one hundred 
and fifty men, fire-brick works, a planing- 
mill, and other industries. It contains five 
churches, a savings bank, a public hall, 
graded common schools, and two hotels. 
Population, 764. 

Armstrong county was established by act 
of March 12th, 1800, out of parts of Lycom- 
ing, Westmoreland, and Allegheny, and 
named in honor of General John Arm- 
strong, who commanded the expedition 
against the Indians at Kittanning, in 1756. 
The Allegheny river traverses the entire 
length of the county, and the Kiskiminetas 
forms its south-western boundary. The other 
principal streams draining its surface are 
Red Bank, Mahoning, and Crooked creeks, 
which afford excellent water-power. Most 
of the county was originally covered with 
heavy and valuable forests of timber, and 
lumbering has long been an important and 
valuable industry. In iron and coal deposits 
Armstrong is particularly rich, and salt and 
oil are found in various localities within its 
limits. A large portion of the early settlers 
of the county were of German descent, who 
came into it from Eastern Pennsylvania 
about the commencement of the present 
century. 

Kittanning, the county seat, is located on 
the site of the historic Indian town of the 
same name, and occupies a beautiful situa- 
tion on the left bank of the Allegheny river, 
forty-four miles above Pittsburg. It was laid 
out in 1804, and incorporated in 1S21. 

Population of county, 43,382. Value of 
agricultural productions, §2,299,674. Num- 
ber of manufacturing establishments, 276; 
hands employed, 1806; wages paid, §732,544; 
capital invested, §3,265,233; materials used, 
$2.90i>55i; value of products, §4.337.357- 
Bituminous coal mines, u; hands employed, 
312; wages paid, §165,300; capital invested, 
§159,400; tons mined, 186,465; value, 
§213,862. Iron-ore mines, 4; hands em- 
ployed, 380; wages paid, §173,046; capital 
invested, §110,000; tons mined, 59,857; 
value, §196,271. Petroleum wells, 187; 
hands employed, 384; wages paid, §157,425; 



TOWNSEND— GRINDER'S— LEECHBURG— HILL'S MILLS, ETC. 



217 






capital invested, $i,- ..^, 
149,630; gallons se- u^'." 
cured, 12,543,080; ''',., 
value, §1,496,245. ' 

TowNSENU, twen- 
ty-nine miles. 

Grinder's, thirty- 
one miles. 

Leechburg, thir- 
ty-two miles. — A 
rolling-mill for the 
manufacture of sheet 
iron and block tin is 
in operation here, 
employing two hun- 
dred men, and other 
manufacturing in- 
dustries are carried 
on. The rolling-mill 
is run with natural 
gas as fuel. This gas 
is procured from a 
well bored on the 
opposite side of the 
river, and is con- 
veyed by pipes to 
the fires it feeds. The 
supply is ample, — 
no other fuel being 
used in any part of 
the works, — and thus 
far shows no sign 
of exhaustion. Sev- 
eral coal-mines are 
worked in the vicin- 
ity. Leechburg was 
laid out by a gentle- 
man named Leech, 
at the time the Penn- 
sylvania canal was 
constructed, and the 
building of canal- 
boats was actively carried on here for many 
years. This industry has now been sup- 
planted by others. The town contains an 
academy, five churches, a bank, and two 
hotels. Population, 368. 

Hill's Mills, thirty-five miles. 

Allegheny Junction, thirty-seven miles. 
— Junction with Allegheny Valley Railroad. 
The Western Penns\!vania Railroad here 
crosses the Allegheny river on a splendid 
iron bridge. An oil refinery is located at 
this station. Population about 100. 

Freeport, thirty -eight miles, is on the 
right bank of the Allegheny river, near 
the mouth of Buffalo creek. It is in the 




THE ALLEGHENY RIVER AT FREEPORT. 



midst of some splendid scenery, partaking 
of the peculiarities of the AUeglieny, — 
the "beautiful river" of the early French 
explorers. This stream is remarkable in 
many respects. By means of French creek 
and Le Boeuf lake, and Conewago creek 
and Chatauqua lake, on the north-west, it 
almost touches Lake Erie; on the north- 
east it stretches out its long arms towards 
the Genesee river, in New York, and the 
North Branch of the Susquehanna; on the 
east, along its tributary, the Kiskiminetas 
or Conemaugh, it is chained by an iron tie 
over the Allegheny mountains to the sources 
of the Juniata; while on the south it pours 



218 



THE PENNSYLVANIA RAILROAD. 



its waters through the Ohio and Mississippi 
into the Gulf of Mexico. For the greater 
part of its course it flows, not through a 
broad valley, like most other rivers, but in a 
great ravine, from one hundred to four hun- 
dred feet below the level of the adjacent 
country. The scenery is, in some places, 
wild and rugged, but more generally is 
picturesque and beautiful. The hills, though 
steep, are clothed with a dense forest, pre- 
senting the appearance of vast verdant walls, 
washed at their base by the limpid waters, 
alternately purling over ripples or sleeping 
in deep intervening pools. There are no 
rocks, strictly speaking, in the channel. 
Mineral wealth is scattered along its banks 
in great profusion. Coal and iron abound ; 
salt is found at the depth of about six hun- 
dred feet ; and that wonder of the age, 
petroleum, seems to have its inexhaustible 
reservoirs near it. These advantages have 
attracted to it capital and enterprise; and 
now, for many miles, its shores echo the 
sound of machinery and its waters reflect the 
fires of numberless manufactories, while its 
bosom and its banks bear the products of 
this industry to distant markets. 

Freeport was laid out about 1800, and pro- 
gressed but slowly in population and im- 
provement until the construction of the 
Pennsylvania canal. This caused a rapid 
development of the resources of the sur- 
rounding country, and made the town an 
important one. It contains steam saw- 
mills, a planing-mill, a distillery, and does 
an extensive lumber business. It has nine 
churches, a public hall, two banks, and 
four hotels. Population, 1640. (Junction 
of Butler Branch Railroad.) 

Sligo, forty-one miles. 

Karns', forty-two miles. 

Natrona, forty-three miles, is in Alle- 
gheny county. The works of the Penn- 
sylvania Salt Manufacturing Company are 
located here and employ all the labor of the 
place, amounting in the aggregate to seven 
hundred men. The village contains three 
churches and a population of about 1000. 

Tarentum, forty-five miles. — A glass fac- 
tory, employing fifty men, is located here, 
and other industries are prosecuted. The 
borough contains five churches, an academy, 
a bank, and two hotels. Population, 944. 

Peterson's, forty-six miles. 

HiTEs', forty-seven miles. — At this sta- 
tion an iron furnace and an oil refinery are 
located, and the mining of coal and iron- 



ore is extensively carried on in the vicinity. 
Population about 300. 

Kennedy, forty-eight miles. 

Colon, forty-nine miles. 

Sprinudale, fifty miles. — Some minor 
manufacturing is done here, and coal-mines 
are open in the vicinity. Population about 
250. 

Colfax, fifty-one miles. 

Lincoln, fifty-two miles. 

Harmersville, fifty-four miles. 

Mo.ntrose, fifty-seven miles. 

Claremont, fitty-eight miles. — The Al- 
legheny county workhouse and almshouse 
are located here. 

Ross', fifty-nine miles. 

Guvsuta, sixty miles. 

Sharpsburg, sixty-one miles. — This is an 
important borough in Allegheny county and 
is the centre of a large business. Among its 
manufactories are iron-works, glass-works, 
boiler-works, planing-mills, saw-mills, and 
brick-making, employing in the aggregate 
about four hundred men. It contains seven 
churches, an academy, two banks, a public 
hall, and several hotels. Population, 2176. 

Etna, sixty-two miles. — A rolling-mill 
and blast furnace here employ together six 
hundred men. Population, 1447. 

Pine Creek, sixty-three miles. 

Bennett, sixty-four miles. 

Herr's, sixty-five miles. 

Allegheny City, sixty-seven miles. — 
This city, the terminus of the road, is the 
third in population in Pennsylvania. It lies 
immediately opposite Pittsburg, on the west 
bank of the Allegheny river, over which 
several elegant bridges are erected, com- 
pletely connecting the two municipalities. 
The business of the two cities is so in- 
timately blended that a separate classifica- 
tion would be impossible, and hence the 
statistics relating to Allegheny City are 
embraced in the sketch of Pittsburg. (See 
page 163.) Allegheny City was laid out in 
1789, and the original plan was an exact 
square of one hundred lots, each lot being 
sixty feet by two hundred and forty. This 
area has been increased by extending the 
city, as its growth required, over contiguous 
territory, and by the annexation of neighbor- 
ing towns and villages, until it now includes 
most of the densely-settled portion of the 
county west of the river. The city c ontains 
a beautiful public park and many imposing 
edifices, public and private. Population, 
S3>i8o.' 



FREEPORT— BUFFALO— MONROE— SARVER'S—SAXONBURG, ETC. 219 




PROSPECT PARK, ALLEGHENY CITY. 



BUTLER BRANCH. 

Built by Pennsylvania Railroad Company, 1S71. 

Freeport. — Point of intersection with 
Western Pennsylvania Railroad. (See West- 
ern Pennsylvania Railroad for description.) 

Buffalo, one mile. 

Monroe, five miles. 

Sarver's, eight miles. — Two steam grist- 
mills are located here and coal-mines are 
worked. Population about ibo. 

Saxonburg, eleven miles. — The indus- 
tries at this place include a planing-mill, 
a brewery, a manufactory of agricultural 
implements, and a variety of mechanical 
trades. Coal and iron-ore exist in {he 
vicinity. The town contains four churches, 
three public halls, and several hotels: Pop- 



ulation about 300. A daily stage runs to 
Saxon City, distance two and a half miles. 

Delano, twelve miles. — A well-improved 
agricultural country surrounds this station, 
and coal is mined in the vicinity for local 
use. A daily stage runs from here to Saxon 
City, distance three miles. 

DiLKs', fourteen miles. 

Great Belt, fifteen miles. 

Herman, sixteen miles. 

Brinker's, seventeen miles. 

Butler, twenty-one miles. — Seat of jus- 
tice of Butler county. This county was 
established by act of March 12th, 1800, 
and named in honor of General Richard 
Butler, of the Revolutionary army, who fell 
in St. Clair's defeat. Its surface is rolling, 



220 



THE PENNSYLVANIA RAILROAD. 



and near the larger streams the hills are 
high, but there is little waste land; and 
it has been said that scarcely any body 
of two hundred acres can be pointed out 
in the county that would not make a pro- 
ductive farm. In agricultural advantages 
the county can justly claim a prominent 
rank, and portions of it are well adapted 
for grazing purposes. Iron-ore of differ- 
ent kinds is found in abundance, and coal 
underlies almost the entire surface. Salt 
is obtained in some localities by boring 
to a depth of from three hundred to five 
hundred feet. The principal streams are 
the Conoquenessing and Slippery Rock 
creeks. 

In the townships of Parker, Fairview, 
Oakland, and Concord, forming the north- 
ern portion of the county, petroleum has 
recently been found in immense quantities, 
the first "strike" being made in 1871, and 
the most productive wells now in the State 
are located here. The "oil-belt," as it is 
called, is on or near the Conoquenessing, 
about eight miles from the county seat. 
Naturally, the development of this wonder- 
ful source of wealth has, to a great extent, 
changed the business of the region, — adding 
immensely to the value of lands, — causing 
the establishment of various enterprises and 
industries, and bringing into existence new 
towns with a rapidity that rivals the palmy 
days of Venango. A peculiar feature attend- 
ant upon the discovery of oil in Butler 
county is the great flow of gas that almost 
invariably follows the borings. In several 
instances this gas escapes with great force, 
and, when ignited, sends a column of flame 
many feet high, illuminating the surround- 
ing country with a most brilliant light. 
The flow of gas from one well is used for 
lighting several villages in the neighbor- 
hood. 

Butler county was first settled in 1796, 
principally by emigrants from other portions 
of Pennsylvania. These settlers encountered 
many hardships, and were subjected to liti- 
gation and annoyance through a system of 
defective titles created by "land-jobbers," 
who speculated on the ignorance and hon- 
esty of the pioneers. Some of the lands 
of the county were granted, in lots vary- 
ing from two hundred to five hundred 
acres, to soldiers of the Revolution as gra- 
tuities, and these, being generally sold by 
those who received them, stimulated the 
influx of settlers. Population of county, 



36,510. Value of agricultural productions, 
g3, 1 25,482. Number of manufacturing es- 
tablishments, 387; hands employed, 808; 
wages paid, ^97,474; capital invested, 
$671,189; materials used, $885,836; value 
of products, $1,330,032. Bituminous coal 
mines, 46; hands employed, 149; wages 
paid, $57,307; capital invested, $78,575; 
tons mined, 63,118; value, $114,110. Pe- 
troleum well, I ; hands employed, 2 ; wages 
paid, $1800; capital invested, $6000; gal- 
lons secured, 54,000; value, $5200. 

The town of Butler is built upon an emi- 
nence rising above Conoquenessing creek, 
which flows around it in the form of a horse- 
shoe. From the town a wide expanse of 
highly-cultivated land is seen, and the views 
are lovely in their rural beauty and varied 
outline. It was laid out about the time the 
county was established, and incorporated as 
a borough in 181 7. It contains a woolen 
mill, two foundries, a machine-shop, and 
other industries. Merchandising is very ex- 
tensively carried on. Coal is mined in the 
vicinity for local use. It has a public hall, 
an opera-house, four banks, nine churches, 
a literary institute for both sexes, an excel- 
lent system of graded common schools, and 
several good hotels, besides imposing county 
buildings. A statue of General Butler sur- 
mounts the dome of the court-house. Popu- 
lation, 1935. A stage line runs tri-weekly 
to Kittanning. 



SOUTH-WEST PENNSYLVANIA 
BRANCH. 

Leased by Pennsylvania Railroad Company, 1873. 

Greensbxjrg. — Point of intersection with 
main line. (See page 155.) 

Huff's, three miles. 

FosTERViLLE, four miles. 

YouNGWOOD, six miles. 

Paintersville, eight miles. 

Hunker's, nine miles. 

Bethany, twelve miles. 

Tarr's, thirteen miles. — A daily stage 
runs from this station to Mount Pleasant, 
distance three miles. 

Stonersville, fifteen miles. 

Hawkeve, sixteen miles. 

ScoTTDALE, seventeen miles. — Very ex- 
tensive coke-works are in operation here,* 

* The burning of coke is in operation at nearly every station 
on the line of this road, and at night the long lines of fire are 
seen in all directions. This industrj', as yet in its infancy, 
promises to become one of the most important in Pennsylvania. 



EVERSON— PENNSVILLE— CONNELLSVILLE. 



221 



as are also a rolling-mill, an iron furnace, a 
planing-mill, and several coal-mines. This 
town was laid out on the ist of May, 1873, 
and in one month contained a population 
of 300. 

EvERSON, eighteen miles. — Intersection of 
Mount Pleasant and Broadford Railroad and 
first station in Fayette county. This county 
was created by act of September 26th, 1783, 
out of part of Westmoreland, and named 
in honor of General Lafayette. The eastern 
portion of the county is mountainous and 
rugged, interspersed with fertile valleys and 
abounding in scenery of a wildly picturesque 
character. The Monongahela river, flowing 
in a tortuous channel, forms its western 
boundary, and the Youghiogheny breaks 
through the mountain ranges, intersecting 
the county from the south-east to the north- 
west. Iron-ore and coal are abundant, and 
many other sources of wealth exist and are 
utilized by the enterprise of its citizens. 
The first settlements were made in the limits 
of Fayette county, under the auspices of the 
Ohio Company, (referred to in the sketch 
of Pittsburg,) as early as 1752, but it was 
not until about 1770 that any considerable 
number of settlers located within its limits. 
Population of county, 43,284. Value of 
agricultural productions, §2,779,685. Num- 
ber of manufacturing establishments, 402 ; 
hands employed, 2003; wages paid, §700,- 
692; capital invested, g2, 509, 875; value 
of products, §3,527,404. Bituminous coal 
mines, 22; hands employed, 477; wages 
paid, §267,321; capital invested, §669,764; 
tons mined, 453,580; value, §831,533. 
Uniontown, the county seat, is a beautiful 
and thriving borough of 2503 inhabitants. 
It was laid out about 1767 by Henry Bee- 
son, a Quaker, from Berkeley county, Vir- 
ginia, and became a' place of considerable 
importance on the completion of the Na- 
tional road, which was for some years the 
principal route of communication between 
the East and West. It is situated in a beau- 
tiful valley, near the foot of the last range 
of the AUeghenies, on Redstone creek, and 
contains many handsome buildings, public 
and private. The entire region of country 
adjacent to the town is underlaid with bitu- 
minous coal of the finest quality, and con- 
tains, also, rich deposits of iron-ore and 
limestone. Uniontown is lighted with gas, 
has superior educational facilities, contains 
ten churches, four banks, public halls, 
■woolen, flouring, planing, and hydraulic - 



cement mills, and many other manufacturing 
industries. 

Pennsville, twenty miles. 

CoNNELLSViLLE, twenty-five miles, is an 
important and flourishing town in Fayette 
county. It is built on the Youghiogheny 
river, at the place where, according to tradi- 
tion, Braddock crossed that stream when on 
his memorable expedition. The town took 
its name from Zachariah Connell, who laid it 
out about 1 790, and it was incorporated as a 
borough in 1806. Near this place was the 
residence of Colonel William Crawford, who 
emigrated from Virginia in 1768, and set- 
tled here with his family. He had been a 
captain in Forbes' expedition against Fort 
Du Quesne, in 1758, and probably then be- 
came impressed with the beauty and fertility 
of this region. " He was the intimate friend 
of General Washington, who was frequently 
an inmate of his humble dwelling during 
his visits to this region. Colonel Crawford 
was one of the bravest men on the frontier, 
and often took the lead in parties against 
the Indians across the Ohio. At the com- 
mencement of the Revolution he raised a 
regiment by his own exertions, and held the 
commission of colonel in the Continental 
army. In 1782 he accepted, with great reluc- 
tance, the command of an expedition against 
the Wyandotte and Moravian Indian towns 
on the Muskingum. On this expedition, 
at the age of fifty, he was taken prisoner 
and put to death by the most excruciating 
tortures." Crawford county, in Pennsyl- 
vania, was named in his honor. 

The principal industries of Connellsville 
are the repair-shops of the Pittsburg, Wash- 
ington and Baltimore Railroad Company, 
and coke-works, employing in the aggregate 
about five hundred men. It has also several 
tanneries, three planing-mills, grist-mills, and 
fire-brick works. The town contains eight 
churches, three public halls, two banks, 
good common schools, and several comfort- 
able hotels. In the surrounding country 
there are some popular places of resort for 
summer visitors. Poinilation, 1292. Oppo- 
sile Connellsville, on the south side of the 
Youghiogheny, is the flourishing borough of 
New Haven, containing a population of 
333, where the National Locomotive Works 
are located, and various other industries are 
in operation. The South-west Pennsylvania 
Railroad crosses the river here and is being 
extended to Uniontown. 



PHILADELPHIA AND ERIE RAILROAD. 



SuNBURY is the seat of justice of North- 
umberland county, which was created by act 
of Assembly, passed March 21st, 1772, out of 
parts of the counties of Berks and Bedford. 
The county is bordered by the Susquehanna 
river, on the west, for a distance of forty 
miles, and the North Branch of that stream 
intersects it for ten miles. Warrior's, Chil- 
lisquaque, Shamokin, Mahanoy, and Mahan- 
tongo creeks are the other principal streams 
within its boundaries. There are some rich 
limestone valleys in the county, and the 
river bottoms are very fertile. The Maha- 
noy and Shamokin anthracite coal-basins 
extend into the county and are extensively 
mined, principally for the Baltimore and 
Western markets. Iron-ore of good quality 
exists, and is worked to a considerable extent. 
Lead-ore has been found, but is not now 
utilized. The county contains some of the 
most picturesque scenery in Pennsylvania, — 
the passage of the rivers and creeks through 
the closely-locked mountain ranges carving 
out many striking vistas. 

Northumberland embraced the entire 
north-western portion of Pennsylvania from 
the time of its formation until near the close 
of the century, and consequently its name 
figures prominently in Colonial and Revolu- 
tionary records. The valley of the Susque- 
hanna was the hunting-ground of the various 
tributary tribes, within the limits of Penn- 
sylvania, to the Confederacy of the Six 
Nations, assigned them by their haughty 
masters, and the seat of their viceroyalty 
was at a town called Shamokin, which stood 
where Sunbury now stands. Here Shikelli- 
mus, a Cayuga chief, who had been sent by 
the Six Nations to preside over their Indian 
vassals, had his residence during the middle 
of the eighteenth century, and here his son, 
Logan, "the Mingo chief," was born. This 
town was frequently visited by the early 
Moravian missionaries, and the writings of 
Count Zinzendorf and that remarkable 
zealot, the Rev. David Brainerd, often men- 
tion its name and detail interesting incidents 



of their religious labors here. A Moravian 
mission was established here in 1747. 

After the defeat of Braddock, in 1755, 
"the whole wilderness, from Juniata to Sha- 
mokin, was filled with parties of hostile 
Indians, murdering, scalping, and burning. 
These alarms broke up the mission at Sha- 
mokin, and the brethren fled to Bethlehem." 
There were rumors that the French intended 
to build a fort at Shamokin, but instead the 
Indians, who had allied themselves with the 
victors near Fort Du Quesue, abandoned 
the village and removed further up the Sus- 
quehanna or to the Ohio. The provincial 
government, in April, 1756, erected Fort 
Augusta here, and for near a quarter of a 
century it continued to be one of the most 
important military posts in Pennsylvania. 
Many councils between the representatives 
of the colony and the aborigines were held 
and treaties made here, and the chronicles of 
the fort would, in themselves, be sufficient 
to form an interesting volume. 

A period of peace followed the cession of 
territory made at Fort Stanwix, in 1768, and 
many settlers came into the county from the 
Kittatinny valley and other eastern settle- 
ments. I5ut the outbreak of the Revolution 
soon spread a war-cloud over the region, and 
the people of Northumberland were prompt 
to answer the call of their country. A com- 
mittee of safety for Northumberland county 
was formed on the 8th of February, 1776, 
and steps were at once taken to form two 
battalions for active service. These bat- 
talions consisted of six companies, of forty 
men each; and it appears from the records 
that a portion, at least, of these organizations 
marched to Boston to join the American 
army concentrating there. Indian hostilities 
and the action of the "Yankee intruders," 
as they were called, in the Wyoming valley, 
gave the settlers much trouble; but they 
were a brave and hardy race, and fully 
competent to protect their homes from ene- 
mies of all kinds. A constant warfare, ap- 
proximating what is modernly known as 



(222 1 



SUNBURY 



"guerilla fight- 
ing, "was waged 
between the 
Connecticut 
settlers in the 
Wyoming val- 
ley and the 
Pennsylvanians 
on the Lehigh 
and Susque- 
hanna, and the 
settlersofNortli- 
umberland tool; 
an active part in 
it. This contin- 
ued until the 
Revolutionary '5 
struggle ab- q 
sorbed the at- 3 
tention and ^ 
enlisted the ser- •^ 
vices of both ^ 
parties. The % 
memorable mas- > 
sacre in July, § 
1 7 78, changed z 
the feelings of ^ 
the Pennsylva- == 
nians into the » 
strongest sym- J 
pathy for the x 
suffering intru- ^ 
ders, as they ^ 
deemed them; n 
and ultimately, m 
after the contro- 2 
versy between o 
the two States | 
had been de- > 
cided by Con- z 
gress in favor of • 
Pennsylvania, 
and more blood- 
shed had re- 
sulted f r o m 
attempts made 
to dispossess the 
Connecticut 
settlers, the dif- 
ficulties were 
amicably and 
satisfactorily 
adjusted by 
compensating 
the Pennsylva- 
nia claimants, 
and leaving the 




224 



THE PENNSYLVANIA RAILROAD. 



"Yankees" in peaceful possession of their 
homes. 

After the Revolutionary war had brought 
both peace and liberty, the valley of the 
Susquehanna rapidly filled with settlers, and 
it soon became necessary to divide the 
county, by the creation of others, to ac- 
commodate the increasing and extending 
population. The industry, enterprise, and 
intelligence of the people found abundant 
room for development in this rich and 
romantic region, and an epoch of prosperity 
commenced which has continued without 
interruption down to the present time. 
Population of Northumberland county, 
41,444. Value of agricultural products, 
J2, 347, 216. Number of manufacturing es- 
tablishments, 424; hands employed, 1941 ; 
wages paid, §731,792; capital invested, 
$2,348,186; materials used, g2, 744,803; 
value of products, $4,207,855. NumlDer of 
anthracite coal mines, 27; hands employed, 
3839; wages paid, $1,652,953; capital in- 
vested, $2,193,000; tons mined, 1,001,200; 
value, $2,448,500. Iron-ore mines, i; 
hands employed, 10; wages paid, $2000; 
capital invested, giooo; tons mined, 1000; 
value, $4200. Stone quarries, 7 ; hands 
employed, 27; wages paid, $6300; capital 
invested, $37,000; value of products, $11,- 

571- 

Sun bury— the eastern terminus of the 
Philadelphia and Erie Railroad and the 
point of junction with the Northern Central 
Railway, the two lines being under the con- 
trol of the Pennsylvania Railroad Company, 
and forming an unbroken route between 
Lake Erie and Baltimore — is situated on a 
plain bordering the left bank of the Susque- 
hanna river, immediately below the junction 
of the West and North Branches, and above 
the mouth of Shamokin creek. The sur- 
rounding scenery is strikingly grand, — high, 
precipitous bluffs rising above the plain and 
overlooking the magnificent river, which is 
here a mile wide. It was laid out by John 
Lukens, surveyor-general of the province of 
Pennsylvania, about the time the county was 
established, and incorporated as a borough 
on the 24th of March, 1797. The streets 
are wide and straight, and the general aspect 
of the place is one of neatness and thrift. 
The salubrity of the atmosphere, the purity 
of the water, the fertility of the adjacent 
country, and the beauty of the surrounding 
scenery, all combine to render Sunbury 
one of the most delightful towns in Penn- 



sylvania, while the large railroad traffic con- 
centrated here gives it a high degree of 
prosperity and promise. 

Previous to the general introduction of 
railroads in Pennsylvania, and as a result of 
the strong pressure in favor of the improve- 
ment of national water-routes and the con- 
struction of canals, the navigation of the 
Susquehanna river attracted much attention. 
The impression was very general, during the 
second decade of the present century, that 
the stream could be rendered navigable from 
the Chesapeake bay to the junction of the 
two branches at Northumberland, and the 
experiment of navigating it by steamboats 
was more than once successfully made. On 
the 20th of March, 1826, the "Susquehanna 
and Baltimore," the first of these vessels, 
arrived at Sunbury from Baltimore. Her 
arrival was duly chronicled in the newspapers 
of the place, and it was predicted that her 
success would be followed by other experi- 
ments of a similar kind. The boat pro- 
ceeded up the North Branch to Danville, 
and appears to have encountered no serious 
difficulty in stemming the rapids of the 
river. But other improvements diverted at- 
tention from the natural water-route, and 
no improvement of the channel being made, 
the hopes of those who desired to see it a 
highway of commerce perished, never to be 
revived. 

Among the more prominent industries 
of Sunbury are the repair-shops of the 
Northern Central Railway, the shops of the 
Philadelphia and Erie Railroad, three steam 
saw-mills, two foundries, two jjlaning-mills, 
a car-wheel foundry, a grist-mill, and an oil- 
mill, employing in the aggregate about 
seven hundred men. A large mercantile 
trade is carried on, and the amount of an- 
thracite coal shipped at this point, by rail- 
road and canal, is in the neighborhood of 
six hundred thousand tons annually, — the 
mines being some twenty miles distant, in 
what is known as the "Shamokin coal re- 
gion." During late years considerable atten- 
tion has been given to grape culture, and 
there are now five vineyards in the immedi- 
ate vicinity, one of which yielded, in 1872, 
ten tons of fine Concord grapes and manu- 
factured a thousand gallons of wine. The 
town contains seven churches — representing 
as many denominations, an academy, a 
seminary for young ladies, several private 
schools, eight primary schools, and one high 
school, two banks, an opera-house, several 



NORTHUMBERLAND. 



225 



large and good hotels, and the usual county 
buildings. Population, 3131. (Junction of 
Danville, Hazleton and Wilkesbarre Rail- 
road, and of Shamokin Branch of the North- 
ern Central Railway.) 

NoRTHUMBERL.\ND, two miles, is situated 
opposite to Sunbury, at the point formed 
by the confluence of. the North and West 
Branches of the Susquehanna. Its situation, 
for picturesqueness, is unsurpassed in the 
State. Near it rises a precipitous bluff, over- 
hanging the river, from which a view is had 
of great extent, embracing the river valleys, 
the severed mountains, and the many im- 
provements clustered in the vicinity. Sev- 
eral extensive bridges span the rivers here, 
and add to the attractiveness of the scene. 
The town was laid out in 1775 by Reuben 
Haines, a brewer, from Philadelphia, and in 
its infancy was looked upon as a place of 
great promise. Predictions were often made, 
in the early part of the present century, of 
its future commercial importance, based, no 
doubt, upon its situation at the junction of 
the two branches of the Susquehanna; but 
these channels have not proved sufficient to 
verify the prophecies, and canal and rail- 
road improvements have served to divert 
trade to competing localities. 

Northumberland is noted in American 
scientific history as the place of residence of 
Dr. Joseph Priestley, who is conceded to be 
the discoverer of oxygen gas, and a prin- 
cipal founder of the modern school of chem- 
istry. Dr. Priestley was born at Fieldhead, 
a small village six miles from Leeds, England, 
on the 13th of March, 1733. He was the 
son of Jonas Priestley, a maker and dresser 
of woolen cloth, and was the eldest of six 
children. From his autobiography, pre- 
served in his own handwriting, it appears 
that shortly after entering his teens he was 
sent to live with an aunt, who, being a lady 
of large means, sent him to the best schools 
to be educated. At one of these, when 
between the ages of thirteen and fifteen, he 
acquired a knowledge of Latin and Greek. 
Shortly afterwards he supplemented this 
knowledge by obtaining a thorough ac- 
quaintance with the French, Italian, and 
German tongues. To these acquirements, 
in his early manhood, he added a thorough 
training in Syriac, Hebrew, and Chaldee, as 
well as in stenographic writing. In the year 
1752 he went to Devonshire, where he pur- 
sued his scientific studies, and ultimately 
entered the ministry. In his collegiate 



career he was noted for his heterodox views 
on subjects of religion and politics, as well 
as for his learning and love for scientific re- 
searches. In his autobiography Dr. Priest- 
ley speaks of an impediment in his speech, 
which he considers an advantage rather than 
a drawback. His first congregation was a 
small one at Needham, where he received 
thirty pounds sterling a year for his services, 
and was obliged to eke out his living by 
teaching school and lecturing. Later he 
went to preach at Nantwich, where he had a 
large school under his charge, and for the 
first time he made money, all of which was 
devoted to the purchase of chemical and 
electrical apparatus. While there he pub- 
lished an English grammar. Next he was 
located at Warrington, where he was made 
tutor of divinity, and shortly thereafter 
married a daughter of Isaac Wilkinson, a 
Welsh iron-founder, of whom he speaks in 
the highest terms, saying that it was by her 
devotion and care he was enabled to give 
his time and energy to the pursuit of his 
profession. To show the extraordinary 
genius of the man, it is only necessary to say 
that during his stay at Warrington Priestley 
delivered courses of lectures on languages, 
theory of language, oratory, anatomy, and 
the history of England. During this period 
he made occasional visits to London, and 
on one of these made the acquaintance of 
Dr. Benjamin Franklin, who, together with 
Canton, the electrician, took considerable 
interest in his philosophical pursuits, — the 
former, indeed, encouraging Priestley in his 
idea of writing a book on the history of the 
discoveries in electricity. Papers and books 
necessary for this work were furnished by 
Franklin, and Priestley made numerous ex- 
periments to illustrate the theories involved. 
The book was completed within a year, 
notwithstanding all the numerous cares and 
engagements of the author. Upon its pub- 
lication the University of Edinburgh con- 
ferred upon him the degree of LL. D. He 
afterwards spent some time at Leeds, where 
he attracted attention by the publication of 
some theological tracts. While residing 
there, the accidental fact of his living next 
to a brewery drew his attention to making 
experiments with the fixed air produced by 
fermentation. After his removal to another 
house he was obliged to make, in a machine 
of his own construction, the fixed air neces- 
sary for his experiments. Here he discov- 
ered carbonic-acid gas, and his first papers 



226 



THE PENNSYLVANIA RAILROAD. 



on the subject, embraced under the head of 
pneumatic chemistry, were published in 
1772. A year later he received the Copley 
medal for a meritorious discourse, and was 
also invited to accompany Captain Cook on 
his second voyage to the South Sea. After 
a six years' residence at Leeds, Dr. Priestley 
went to live with the Earl of Shelburne, as 
librarian and literary companion. His salary 
was ^250, with a house to live in. There he 
remained for seven years, visiting the con- 
tinent during the spring of 1774, and making 
many valuable friends. While at the Earl 
of Shelburne's he made his great discovery 
of oxygen gas, August ist, 1774, by heating 
the red-hot oxide of mercury and collecting 
the gases given out of it. From the Earl 
of Shelburne's Dr. Priestley went to Bir- 
mingham, where, after a residence of sev- 
eral years, his opposition to the established 
church and advocacy of the cause of the 
French revolution, raised so bitter a feeling 
against him that an infuriated mob burned 
down his church, house, and laboratory, — for 
which he was subsequently compensated, — 
and compelled the distinguished chemist to 
flee from the city on horseback. He next is 
found at Hackney, publishing there a com- 
plete edition of his works. While in that 
city, at the solicitation of his sons, he de- 
termined to leave England and settle in 
America, and his scientific and other friends 
raised a large sum of money to enable him 
to make a proper start in the new world. 
Arriving in this country he was immediately 
tendered the chair of chemistry in the Uni- 
versity of Pennsylvania, which he declined, 
on the ground that he had no desire for city 
life but only wished a home in the country. 
This he soon afterwards secured, settling at 
Northumberland, in 1794, which, at that 
time, was the seat of a small English colony. 
Here he resided, in a house still standing, 
until 1804, when he died, at the age of 
seventy-one years, and was buried in the 
cemetery of the town, which is situated on a 
small eminence overlooking the junction of 
the two branches of the Susquehanna, and a 
simple monument, appropriately inscribed, 
erected over his grave. A friend, writing 
during Dr. Priestley's life in Northumber- 
land, says: — "In integrity and true disin- 
terestedness, and in the performance of every 
social duty, no one could surpass him. His 
temper was easy and cheerful. His affec- 
tions were kind and his disposition friendly. 
Such was the gentleness and sweetness of his 



manners in social intercourse that many 
who had entertained the strongest prejudices 
against him on account of his opinions were 
converted into warm friends on a personal 
accjuaintance. In his intellectual form were 
combined quickness, activity, and acuteness 
— the unfailing characteristics of genius." 

On the 1st of August, 1874, the "Centen- 
nial of Chemistry" was celebrated in North- 
umberland, by an assemblage of many of the 
most distinguished scientists of America, 
and during their session the invaluable 
labors and discoveries of Dr. Priestley were 
commemorated in such a way as to bring the 
place of his residence and burial prominently 
to the attention of the public. 

In addition to its many attractions, North- 
umberland has a flourishing and growing 
business. It contains a nail-mill, a steam 
saw and planing mill, and a car manufactory. 
It has several churches, good private and 
public schools, a bank, and four hotels. 
Population, 1788. A daily stage runs to 
New Berlin, distance nine miles. (Junction 
of Lackawanna and Bloomsburg Railroad.) 

MoNTANDON, nine miles. — (Junction of 
Lewisburg, Centre and Spruce Creek Rail- 
road. ) 

Milton, thirteen miles, is a flourishing 
town, and has long held a prominent posi- 
tion in the Susquehanna valley for its enter- 
prise. It was founded, toward the close of 
the last century, by Andrew Straub, a Ger- 
man, and most of the early settlers were of 
the same nationality. The country sur- 
rounding the town is fertile and highly 
cultivated. The most prominent industries 
of the place are a car-factory, a rolling-mill, 
a saw-mill, and two planing-mills, employ- 
ing in the aggregate about six hundred men. 
A large mercantile trade is transacted. The 
town contains six churches, excellent public 
schools, a public hall, two banks, and three 
good hotels. Population, 1909. (Junction 
of Catawissa Railroad.) 

Kemmerer, fifteen miles. 

Watsontown, seventeen miles, is one of 
the early settlements of the valley. Not far 
from the town, on Warrior's run, was situ- 
ated Freeland's Fort, which was captured 
by the British and Indians, who came down 
the valley of the Susquehanna, in 1778. A 
number of the .settlers were killed by this 
party of invaders, and all the men in the 
fort carried to Canada a.'-, prisoners, some of 
them not returning to their families for many 
years. Watsontown is an active business 



DEWART— MONTGOMERY— MUNCY—WILLIAMSPORT. 



227 



place, containing several saw-mills, a plan- 
ing-mill, a match-stick factory, shoe-factory, 
tannery, and car-works, employing in the 
aggregate about six hundred hands. It has 
seven churches, a public hall, good schools, 
a bank, and three hotels. Population, iiSi. 
A daily stage runs to Comly, distant seven 
miles. 

Dewart, nineteen miles. — A distillery 
and a manufactory of brooms are located 
here, and the surrounding country is pro- 
ductive. There are several churches, an 
academy, and two hotels in the village. 

Montgomery, twenty-four miles. — First 
station in Lycoming county. A planing- 
mill and sash-factory and a machine-shop, 
employing together seventy-five hands, are 
the most important manufacturing industries. 
The town contains a church, a seminary, a 
public hall, and a hotel. Population about 

SCO. 

MuNCY, twenty-eight miles. — The town 
of Muncy is on the opposite side of the 
river from the station, and was originally 
settled by Quakers from the vicinity of 
Philadelphia. It was named by them 
Pennsborough, and by that name was in- 
corporated in 1826, but the title was, the 
succeeding year, changed to Muncy. Here, 
during the Revolutionary war, Captain John 
Brady had a fort, known as Fort Muncy, and 
he and his sons displayed in the vicinity 
some of that remarkable fighting ability 
which has made the name famous in early 
American annals. The most important in- 
dustries of the place are saw-mills, a foundry 
and fork factory, and a planing-mill, em- 
ploying in the aggregate some three hun- 
dred men. The town contains five churches, 
a public hall, a national bank, a seminary, 
good graded public schools, and two hotels. 
Population, 1040. Semi-weekly stages run 
to Hillsgrove and also to Benton. 

WiLLiAMSPORT, forty miles. — Seat of jus- 
tice of Lycoming county. This county 
was created out of part of Northumberland, 
by act of April 13th, 1795. I' '* watered 
by the West Branch of the Susquehanna 
river, and by Pine, Lycoming, Loyalsock, 
Muncy, Nippenose, and White Deer creeks, 
and many smaller streams. A large portion 
of the county is mountainous; but the valleys 
of the Susquehanna, and some of its tribu- 
tary streams, are particularly rich and pro- 
ductive. Bituminous coal and iron-ore e.\ist 
in large quantities and are extensively mined. 
The mountainous portions of the county 



were formerly covered with a dense growth 
of pine timber, the cutting and marketing 
of which has, for a third of a century, formed 
a principal industry, and contributed mate- 
rially to the wealth of its enterprising citi- 
zens. 

The early settlers in this region — as was 
the case generally throughout the Susque- 
hanna valley— were principally Scotch-Irish, 
and the distinguishing peculiarities of that 
people — courage, enterprise, and determina- 
tion — have marked the history of the region. 
The influx of settlers, after the treaty of 
Fort Stanwix, gave the proprietary govern- 
ment some trouble because of the desire 
evinced by the authorities to prevent en- 
croachment upon the Indian lands. It being 
a question whether the stream mentioned 
in the treaty by the Indian title of Tiu- 
daghton was Lycoming creek or Pine creek, 
the proprietaries had prohibited any surveys 
being made north of Lycoming creek. A 
set of hardy pioneers, notwithstanding the 
prohibition of the authorities, settled upon 
the disputed territory between the two 
streams, and soon formed a considerable 
population. Being outside of the law's jur- 
isdiction, they had to provide for their 
own government, and this they did by an- 
nually electing a tribunal of three of their 
number, whom they called fair-play men, 
who were to decide all controversies and 
settle disputed boundaries. From their 
decision there was no appeal. The judg- 
ment was enforced by the whole commu- 
nity, who started up en masse at the 
mandate of the court, and execution and 
eviction were sudden and irresistible. Their 
decrees were, however, just; and when the 
settlements were recognized by law, they 
were received in evidence and confirmed by 
judgments of courts. An old Irish settler 
in the region being a.sked, in later years, 
by a chief-justice of Pennsylvania, what the 
provisions of the "fair-play" code were, 
answered: "All I can say about it is, that 
since your honor's courts have come among 
us fair play has entirely ceased and law has 
taken its place." Lycoming having been a 
part of Northumberland county during the 
eventful period of the Revolutionary war, 
its history is embraced in the annals of that 
county. I'opulation, 47,626. Value of agri- 
cultural productions, $1,966,770. Number 
of manufacturing establishments, 608; hands 
employed, 4106; wages paid, §1,408,321; 
capital invested, $7,875,938; materials used, 



228 



THE PENNSYLVANIA RAILROAD. 









^5,329,296; value of products, §9,- 
081,406. Number of bituminous 
coal mines, i; hands employed, 30; 
wages paid, $2200; tonsmined,2ooo; 
value, ^4000. Number of iron- 
mines, i; hands employed, 4; wages 
paid, giooo; capital invested, giooo; 
tons mined, 800; value, ^2000. 

Williamsport is, with a single ex- 
ception, the most important business 
place on the Susquehanna river, and 
justly takes rank among the first in- 
land cities of Pennsylvania. It was 
laid out, in 1795, ^X Michael Ross, 
a German, who owned the land upon 
which the original town was built, 
and was adopted as the county seat 
at the time of the organization of 
Lycoming county. The plan of the 
town was well designed, embracing 
wide, straight streets, and generous 
donations of land were made by Mr. 
Ross for public purposes. This liber- 
ality contributed materially to its 
early prosperity, and has caused it 
to develop into a city of unsurpassed 
attractiveness. From time to time 
additions have been made to the 
original plan, until the 
;, space surve)-ed by Mr. 

Ross forms but a small 
portion of the present 
area of the city. A 
^ spirit of enterprise has, 
from its foundation, char- 
i' acterized it, and stagna- 
tion has never been 
permitted to find a rest- 
ing-place within its lim- 
its. For many years 
Williamsport has had 
^g- more than a State repu- 
tation, and the wonderful 
progress made within the 
last decade leaves no 
room for doubt as to its 
future. Every requisite 
of city comfort and con- 
venience has been in- 
troduced. An abundant 
supply of the purest and 
best water is brought 
from mountain springs; 
gas is liberally used for 
public and private pur- 
poses; many of its prin- 
cipal streets are paved 



NEWBERRY— LINDEN— SUSQUEHANNA— JERSEY SHORE, ETC. 



229 



with wood, affording delightful drives; street 
railways are in operation; and to these may- 
be added well-stocked markets, superior fa- 
cilities for intercourse with the surrounding 
country, and lovely scenery, all combining 
to make it a delightful place of residence 
or sojourn. 

The principal business of the city is lum- 
bering, and this is carried on to an extent 
calculated to surprise any person not familiar 
with that important industry. About twenty- 
five years ago this business was practically 
established at Williamsport by the construc- 
tion of the first boom on the Susquehanna 
river, and its growth since then has been 
marvelous. Fifty steam-mills are now in 
operation, sawing and preparing lumber, in 
different ways, for distant markets, and the 
annual shipment averages not less than two 
hundred millions of feet. During the ten 
years ending with 1872, the boom company 
handled eight million three hundred and 
twelve thousand logs, aggregating one thou- 
sand six hundred and ibrty-two millions of 
feet. 

Among other prominent industries may 
be enumerated an axe factory, several found- 
ries, a furniture factory, a boiler factory, 
paint-works, and a manufactory of match- 
sticks, which turns out one hundred and 
seventy-two thousand eight hundred sticks 
per minute, ten million three hundred and 
sixty-eight thousand per hour, or one hun- 
dred and three million six hundred and 
eighty thousand per day. Opposite Wil- 
liamsport, on the south side of the river, are 
large iron-works. The mercantile trade is 
very extensive, and is conducted with much 
enterprise. The city contains twenty-nine 
churches, a seminary, a commercial college, 
a superior system of public schools, an 
academy of music, an opera-house, six pub- 
lic halls, twelve national, savings, and pri- 
vate banks, and six excellent hotels, one of 
which will compare favorably, in all its 
appointments, with any in the country. 
Within the city limits is Herdic Park, — a 
magnificent race-course and exhibition 
ground, — embracing thirty-five acres, on 
which are erected suitable buildings of supe- 
rior construction. In connection with the 
park are hatching-houses and trout-ponds, 
where at least half a million of the "speckled 
beauties" may at any time be seen in all 
stages of development. Population, 16,030. 
A semi-weekly stage rims to Dushore. distant 
fifty-seven miles. (Junction of Northern 



Central Railway, Elmira Division, — run- 
ning north, via Elmira, Havana and Watkins' 
Glens and Seneca Lake, to Canandaigua, 
where connection is made for Niagara Falls 
and all other points on the lakes and in 
Canada. ) 

Newberry, forty-two miles. — (Within the 
corporate limits of Williamsport.) 

Linden, forty-five miles. 

Susquehanna, forty-six miles. 

Jersey Shore, fifty-two miles, is an active 
and flourishing town, noted for its pictur- 
esque situation. It was founded, about the 
year 1800, by Jeremiah and Reuben Man- 
ning, two brothers from New Jersey, who, 
with others from the same State, had settled 
in the vicinity. The title given to the em- 
bryo town by its founders was Waynesburg, 
but the settlement having long been known 
by the name of "The Jersey Shore," habit 
was too strong for the new title, and ulti- 
mately it was forgotten. When the town 
was incorporated in 1826, it was by its 
present name. Not far from this town, on 
the road to Lock Haven, one of those an- 
cient circular fortifications of earth, so often 
found in the Mississippi valley, was plainly 
visible some forty years ago. Near it were 
extensive burying-grounds, from which 
bones and rude trinkets were sometimes 
disinterred. This work, like others of a 
similar kind in Pennsylvania, was undoubt- 
edly erected by a race of people different 
from the Indians who inhabited the country 
when the first white settlers entered it. The 
country surrounding the town is well culti- 
vated, and the business of the place is flour- 
ishing. It contains seven churches, good 
schools, a town hall, a bank, and two hotels. 
Population, 1394. 

Bard's, fifty-five miles. — First station in 
Clinton county. 

Pine, fifty-seven miles. — The principal 
businesses here are lumbering and farming. 
There are two churches, two schools, and a 
hotel at the village. 

Wayne, sixty miles. — Near this station is 
the Mcllhattan Camp-ground, belonging to 
the West Branch Camp-meeting Association. 
It is a beautiful, secluded spot, hemmed in 
by surrounding mountains which are covered 
by the primeval forest growth, while the pure 
and cool waters burst from the rocks in foun- 
tains as sparkling as that which gladdened 
the children of Israel in the wilderness. 
The village contains a church, a public hall, 
schools, a steam saw-mill, and a hotel. 



230 



THE PENNSYLVANIA RAILROAD. 




BELOW RENOVO. 



Lock Haven, sixty-four miles. — Seat of 
justice of Clinton county. This county was 
established by act of June 21st, 1839, out of 
parts of Lycoming and Centre. The surface 
of the county is broken by various mountain 
ranges and furrowed by many streams, giving 
an aspect of ruggedness, not destitute of 
beauty, to many portions of it. Among the 
mountains and hills are some extremely rich 
and lovely valleys, which are well cultivated 
and improved. Bituminous coal, iron-ore, 
and fire-clay, are found in various portions 
of the county. Lumbering has, for a quarter 
of a century, been the most important busi- 
ness of its people, and large fortunes have 
been accumulated by persons engaged in it. 

During colonial and Revolutionary times 
this county formed a part of Northumber- 
land, and its history is embraced in that of 
the mother county of the Susquehanna valley. 
Its pioneer settlers, being hardy and ven- 
turesome men, who pushed their way to the 



outskirts of the white settlements immedi- 
ately after the treaty of Fort Stanwix, en- 
countered many hardships and dangers. 
Their adventures, often marked by heroic 
daring, form an interesting portion of Penn- 
sylvania's early annals, but, being mere per- 
sonal details, cannot be recounted here. 
Since the formation of the county it has had 
an uninterrupted career of prosperity. Popu- 
lation, 23,211. Value of agricultural produc- 
tions, $1,015,876. Number of manufacturing 
establishments, 241; hands employed, 1532;' 
wages paid, $628,744; capital invested, 
$978,005; materials used, $2,153,087 ; value 
of products, $3,646,526. 

Lock Haven is beautifully situated on 
the right bank of the Susquehanna, about 
two miles above the confluence of Bald 
Eagle creek. It was laid out in 1834 by 
Jeremiah Church, an eccentric and energetic 
gentleman, who had purchased the land upon 
which it is located the ])receding year, and 



QUEEN'S RUN— FARRANDSVILLE— GRAHAM'S— FERNEY, ETC. 



231 



was mainly instrumental in securing the 
formation of the county. The name origi- 
nated from the fact that it is situated be- 
tween two locks on the Pennsylvania canal. 
From its foundation the town prospered, 
and soon rose into importance as a business 
centre. The scenery around it is very beau- 
tiful, embracing wide river valleys and rugged 
mountains, and the broad expanse of clear 
water in its front, caused by the canal-dam 
in the river, adds a charm of which the 
gaze never wearies. Many of its public and 
private edifices are handsome structures, and 
in neatness, comfort, and healthfulness the 
city is unsurpassed. Lumbering is the most 
prominent industry of the place, two booms 
being located here, and six saw and six plan- 
ing and shingle mills in operation, giving 
employment to a large number of men. A 
heavy capital is engaged in the business, and 
probably one hundred millions of feet are 
controlled in Lock Haven annually- Among 
the other important industries are three 
foundries and machine-shops, a boiler manu- 
factorv, two tanneries, and a manufactory 
of boots and shoes, employing in the aggre- 
gate about two hundred hands. Mercantile 
business is extensively carried on. The city 
contains eight churches, an opera-house, a 
public hall, excellent public schools, two 
national banks, and three first-class hotels. 
Population, 6986. A daily stage runs to 
and from Nittany valley. (Junction of Bald 
Eagle Valley Railroad. ) 

Queen's Run, sixty-nine miles. 

FARRANDSVILLE, Seventy miles. — This 
town, like some others in the United States, 
is a monument of misdirected enterprise. 
It had its origin, says a chronicler, in the 
speculative fever of 1830-36, and was started 
in the winter of 1831-2 by William P. Far- 
rand, a gentleman from Philadelphia, acting 
as agent for a company of Boston capitalists. 
The object was to open the bituminous coal- 
beds at this point, with a view to the extensive 
shipment of the products, and to carry on 
the manufacture of iron, lumber, etc. Great 
energy in prosecuting the work was dis- 
played. A small steamboat was built for 
towing the coal on the river ; a nail-mill, a 
cupola furnace, saw-mills, car-shops, and 
other improvements were made ; houses were 
erected, mines opened, and everything flour- 
ished while the owners expended seven hun- 
dred thousand dollars. But by the time 
this was done it was discovered that the 
business would not pay, and the "Lycoming 



Coal Company," as the enterprise was 
called, ceased operations and the promising 
village commenced to decay. The princi- 
pal business of the place now consists of 
lumbering and the manufacture of fire-brick, 
in which fifty hands are employed. Coal is 
mined to a limited extent, and about ten 
thousand tons of fire-brick are shipped 
annually. The village contains several 
churches, schools, and a hotel. 

Graham's, seventy-one miles. 

Fernev, seventy-five miles. 

Glen Union, seventy-eight miles. — -Some 
lumbering is done here, and the village con- 
tains two churches and four public schools. 

Whetham, eighty miles. 

Ritchie, eighty-three miles. 

Hyner, eighty-six miles. — ^ Three saw- 
mills are located here. The village has 
one church, a public hall, and a public 
school. The scenery in the vicinity of this 
station is grand, and the mountain forests 
and streams offer great attractions to sports- 
men. 

North Point, eighty-nine miles. — -An 
extensive lumbering business is done here, — 
two saw-mills being in operation, with a 
capacity of ten millions of feet per annum, 
and employing about one hundred men. 
The village has two churches, and a good 
hotel much frequented by hunters and fisher- 
men . 

Renovo, ninety-two miles, is a beauti- 
fully situated and flourishing borough, owing 
its origin and growth to the Philadelphia 
and Erie Railroad, the mechanical opera- 
tions of which are centred here, congre- 
gating a large amount of that peculiar 
enterprise and ability which is invariably 
associated with American railroads. It is 
built in an oval-shaped valley, about a mile 
and a half in length, formed by a divi- 
sion of the mountains, and through which 
the river flows in a smooth and transparent 
current. The mountain on the south side 
of the valley rises abruptly to the height of 
more than a thousand feet, while that on the 
north is of nearly equal altitude, both being 
densely wooded to their summits with pine 
and hemlock, giving them a softness and 
sombreness of outline peculiar to these per- 
ennial forests. The valley was first settled 
in 1825, by a solitary pioneer from Jersey 
Shore, who ascended the river with his 
family, in a canoe, established a home in 
its solitudes, and remained in possession of 
the farm he cleared until 1865, when the 



WESTPORT— COOK'S RUN— KEATING— WISTAR— ROUND ISLAND, ETC. 



233 



Philadelphia and Erie Land Company pur- 
chased it and the adjoining tracts, and laid 
out the present town. This company do- 
nated fifty acres to the railroad company 
for their shops and ten acres for a hotel, 
and improvements being rapidly made by 
the road, as well as by private enterprise, 
the town grew apace, being incorporated 
as a borough in 1866. A large, well-con- 
structed, and excellently-conducted hotel, 
named after the town, has served, with the 
many other attractions of the place, to draw 
here each year a number of summer visitors ; 
and as a resort for health or pleasure few 
places in Pennsylvania offer greater induce- 
ments. The shops of the railroad. company, 
which are substantial structures of brick, 
well arranged and stocked with the most com- 
plete machinery, have an aggregate front- 
age of near sixteen hundred feet, and employ 
about seven hundred men. In addition to 
these buildings there are a number of others 
devoted to railroad business, all of which 
will compare, in completeness of detail and 
architectural design, with any similar edifices 
in the United States. The town is abund- 
antly supplied with water from a clear moun- 
tain stream in the vicinity. It contains 
three churches, eleven public schools, a 
public hall, a bank, and three hotels. Popu- 
lation, 1940. 

Westport, ninety-eight miles, is the 
centre of an extensive lumber business, — a 
saw and a shingle mill being in operation. 
The village contains a church, a public hall, 
and four hotels. A semi-weekly stage runs 
to Oleona, distance thirty miles. 

Cook's Run, one hundred and two miles. 

Keating, one hundred and five miles, 
is at the junction of the West Branch 
and the Sinnemahoning. The railroad here 
leaves the Susquehanna, which it has fol- 
lowed from Harrisburg, a distance of one 
hundred and sixty miles, and continues 
along the Sinnemahoning. A large private 
school is located here, and there is a com- 
fortable hotel at the station. 

WisTAR, one hundred and seven miles. — 
Iron-ore and bituminous coal are mined near 
this station. There are in the village two 
churches and a town hall. 

Round Island, one hundred and ten 
miles. — The country surrounding this sta- 
tion is rich in coal, iron-ore, and fire-clay, 
and lumbering is prosecuted to a consider- 
able extent. Near it is a picturesque water- 
fall, of a height of twenty-four feet, and the 



scenery in the region is very beautiful. 
There is a good hotel in the village. 

Grove, one hundred and fourteen miles. 

Sinnemahoning, one hundred and seven- 
teen miles. — First station in Cameron county. 
There are a machine-shop, a saw-mill, a town 
hall, a select school, and two good hotels 
in the village. A semi-weekly stage runs to 
Coudersport, distance forty miles. 

Driftwood, one hundred and twenty 
miles. — (Junction of Bennett's Branch Ex- 
tension of Allegheny Valley Railroad. 
This road extends from the point of inter- 
section through the counties of Elk, Clear- 
field, Jefferson, and Clarion to the .\llegheny 
river, where it connects with the Allegheny 
Valley Railroad. It is familiarly known as 
the "Low-grade Railroad," as it overcomes 
the barrier between the waters of the Atlantic 
coast and those of the Mississippi valley at 
a maximum gradient of only forty-eight feet 
to the mile, — -and that for a very short dist- 
ance, — while every other road between the 
east and west has gradients approximating to 
one hundred feet to the mile. This extension 
was originated by the Pennsylvania Railroad 
Company, and built by their aid, for the 
purpose of facilitating freight traffic between 
the east and west. In the report of the 
board of directors of that company for the 
year 1869, they say: — "This line is designed 
chiefly for the transportation of freight at a 
slow speed, with a view so to cheapen its 
cost as to compete with the water lines 
leading to New York." The intention is 
to extend this line to the Mississippi river, 
across the table lands of Ohio, Indiana, and 
Illinois, and thus "afford a medium of trans- 
portation at all seasons of the year as cheap 
and more expeditious than via the lakes and 
Erie canal." On the line of this road are 
deposits of bituminous coal of remarkable 
purity and richness, lying in seams from six 
to fourteen feet thick, and an abundance of 
iron-ore also exists. Portions of the coun- 
try through which it passes are heavily tim- 
bered. The road is remarkably well con- 
structed, and was opened for traffic in the 
spring of 1874.) Driftwood contains two 
churches, one public and two select schools, 
and four hotels. 

Huntley, one hundred and twenty-four 
miles. 

Sterling, one hundred and twenty-nine 
miles. — Several steam saw-mills, a planing- 
mill, a grist-mill, and a .shingle-mill are 
in operation here; also, a steam-tannery, 




I'ULl'lT ROCKS, NEAR ROUND ISLAND. 



CAMERON— EMPORIUM— WEST CREEK— HOWARD'S, ETC. 



235 



employing seventy-five men. Coal is mined 
to a considerable extent, and iron-ore is 
found in the adjacent country. The village 
contains two churches and two public halls. 

Cameron, one hundred and thirty-three 
miles. — This is the centre of a large lumber 
and coal business. About sixty thousand 
tons of coal are mined and shipped annu- 
ally, giving employment to one hundred 
and twenty-five men, and one hundred more 
are employed in the lumbering operations. 
The village contains a church, a public hall, 
and two hotels. 

Emporium, one hundred and thirty-nine 
miles. — Seat of justice of Cameron county. 
This county was established by act of March 
29th, 1S60, out of parts of Clinton, Elk, 
McKean, and Potter, and named in honor 
of General Simon Cameron. It lies on the 
elevated plateau dividing the waters of the 
Susquehanna river from those of the Alle- 
gheny, and, like all of that region, is densely 
wooded with valuable timber. Bituminous 
coal is extensively mined in several portions 
of the county, and valuable iron-ore depos- 
its exist. The principal business of the 
county is mining and lumbering. Popula- 
tion, 4273. Value of agricultural produc- 
tions, §302,418. Number of manufacturing 
establishments, 44; hands employed, 325; 
wages paid, §127,090; capital invested, 
§420,645; materials used, §541,951; value 
of products, §896,810. 

Emporium, now a flourishing place, has 
grown to its present importance entirely 
within the past twelve years. Previous to 
that time the site it occupies contained but 
two or three dwellings, and the occupants 
of these, as well as all the settlers in the 
adjacent country, were compelled to trans- 
port their supplies from points below in 
canoes, up the Sinnemahoning. When the 
county of Cameron was created, in i860, the 
seat of justice wa.s fi.xed here, and the same 
year General De Crano purchased the land 
from various owners and laid out the town. 
In 1861 he sold his interest to the Phila- 
delphia and Erie Land Company, who do- 
nated the grounds for the court-house and 
jail. The first court was held in January of 
that year. The same company also gave a 
lot to each of the several religious denomi- 
nations, and upon these four churches have 
been erected. 

The Philadelphia and Erie Railroad was 
completed to this point in 1864, and since 
that time the growth of the place has been 



rapid. In the winter of 1872 the Buffalo, 
New York and Philadelphia Railroad was 
finished, having its southern terminus at 
Emporium, where it connects with the Phila- 
delphia and Erie, thus forming a direct 
through line between Buffalo and the cities 
on the Atlantic seaboard, and affording 
an excellent outlet for the valuable coal 
deposits of Cameron and other counties 
through which it runs in Pennsylvania. 
Emporium was incorporated as a borough 
on the 13th of October, 1864, and now con- 
tains many handsome buildings. It is the 
centre of a large lumber business, and does 
an active mercantile trade. The town con- 
tains good schools, a steam-tannery, grist 
and saw mills, sash and door manufactory, 
and other industries, a public hall, and ex- 
cellent hotels. Population, S98. 

West Creek, one hundred and forty 
miles. — Lumbering and lumber manufacture 
are the principal industries at this station. 

Howard's, one hundred and forty-four 
miles. 

Beechwood, one hundred and forty-eight 
miles. — Coal and iron-ore are found in the 
! vicinity of this station, and considerable 
I lumbering is done. 

Rathbun, one hundred and fifty miles. — 
First station in Elk county. 

Hemlock, one hundred and fifty-three 
miles. 

Benzinger, one hundred and fifty-five 
miles. 

St. Mary's, one hundred and fifty-nine 
miles, is a flourishing borough in Elk county, 
near the summit dividing the waters of the 
east and west. It was settled about 1840, 
by a German Catholic colony under the 
patronage of the St. Benedictine Society, 
and was, up to the building of the railroad, 
exclusively of one nationality and religion. 
The opening of that improvement intro- 
duced new elements in the population and 
added materially to its prosperity; but the 
preponderance of German Catholics is still 
maintained, and as a centre of Catholicism 
it occupies a prominent rank. The town 
contains an imposing monastery, with which 
is connected St. Gregory's College, a nun- 
nery, and an academy, enjoying a high repu- 
tation, in charge of the Benedictine sisters. 
The surrounding country is well cultivated, 
and is underlaid with bituminous coal, which 
is mined and shipped to the extent of about 
one hundred thousand tons annually, em- 
ploying two hundred men. Lumbering is 



DAGUSCAHONDA— SIIAWMUT— RID(}\VAY— WIIISTLETOWX, ETC. 



extensively prosecuted in the vicinity, and 
these industries sustain an active mercantile 
trade. Among the prominent industries of 
the place are two foundries and machine- 
shops, three grist-mills, a planing-mill, two 
furniture factories, six breweries, and two 
wagon-making shops. The town contains 
three churches, good public schools, five 
public halls, a bank, and some six or seven 
hotels. Population, 1084. A tri-weekly 
stage runs from St. Mary's to Brookville, 
distance forty miles. 

Daguscahond.\, one hundred and sixty- 
five miles. — Lumbering and coal-mining are 
carried on in this locality, the shipment of 
coal amounting to about one hundred and 
fifty tons per day, employing seventy men, 
while sixty are engaged in the lumber mills. 
(Junction of Daguscahonda Railroad, run- 
ning south to Earley, distance six miles.) 

Shawmut, one hundred and sixty-eight 
miles. 

RiDGWAY, one hundred and sixty-nine 
miles. — Seat of justice of Elk county. This 
county was created by act of April i8th, 
1843, out of parts of Clearfield and McKean. 
It occupies an elevated position on the 
dividing ridge between the Atlantic coast 
and the Mississippi valley, — the waters of the 
county draining into both the Susquehanna 
and Allegheny rivers. The soil generally is 
susceptible of cultivation, but is not rich; 
and the surface of the county is densely 
overgrown with hemlock timber, which, in 
late years, has been extensively utilized in 
tanning leather and for lumber. This forest 
growth will undoubtedly prove a great source 
of wealth to Elk and the adjacent counties 
in the near future, as the rapid consumption 
and consequent exhaustion of pine timber 
must bring it into demand for many pur- 
poses. The county took its name from a 
mountain in its southern portion, which had 
received the title because of the number of 
elks roaming in the region at the com- 
mencement of the present century. These 
noble animals, as well as beavers, were 
found near the head-waters of Bennett's 
Branch, as late as 1830, and the last of them 
seen in Pennsylvania were here. The first 
settlements were made in the territory em- 
braced in the county about 1820. In 1842 
a German C'atholic colony was established 
on a tract of thirty-five thousand acres of 
land, purchased from the United States Land 
Company, and increased ra])idly for some 
years. Population, 84S8. Value of agri- 



cultural productions, $407,047. Number of 
manufacturing establishments, 81 ; hands 
employed, 661 ; wages paid, $217,388; capi- 
tal invested, $1,070,000; materials used, 
$921,679; value of products, $1,524,392. 
Number of bituminous coal mines, 2 ; hands 
employed, 142; wages paid, $78,920; capi- 
tal invested, $366,000; tons mined, 78,779; 
value, $136,068. 

Ridgway is situated on the head-waters of 
the Clarion river, and was settled about 
1840 by lumbermen, principally from New 
York and New England. It took its name 
from Jacob Ridgway, a merchant in Phila- 
delphia, who owned immense tracts of land 
in the region, and was selected as the seat 
of justice of the county at the time of its 
formation. Among the principal industries 
of the place are two tanneries, employing a 
large number of men, and some lumbering 
operations. Considerable mercantile trade 
is transacted. The town contains four 
churches, two public halls, a bank, a high 
and public schools, three hotels, and the 
usual county buildings. Population, 800. 
A daily stage runs to Brookville, Jefferson 
county, distance forty miles. 

Whistletown, one hundred and seventy- 
three miles. 

WiLMARTH, one hundred and seventy-eight 
miles. — There are two saw-mills, a shingle- 
mill, and a nail-keg manufactory here. Coal- 
mines of a capacity of one hundred tons per 
day are near the station. The village con- 
tains a public hall and two hotels. 

Wilcox, one hundred and eighty-four 
miles. — The largest tannery in the United 
States is located at this station, employing 
one hundred and fifty men. An equal 
number are engaged in the lumber business. 
The town contains two churches, a public 
hall, a graded public school, and a good 
hotel. The mercantile trade is active. Popu- 
lation about 1000. 

Dahoga, one hundred and eighty-seven 
miles. 

Sergeant, one hundred and eighty-nine 
miles. — First station in McKean county. 
This county was established by act of Mart h 
26th, 1804, but was not organized for judi- 
cial purposes until March 27th, 1824. It 
was named in honor of Thomas McKean, 
formerly chief-justice and governor of Penn- 
sylvania. The county occupies a broad 
table-land, bordering on the State of New 
York, in which rise the head-waters of the 
Susquehanna and Allegheny rivers. Dense 



238 



THE PENNSYLVANIA RAILROAD. 



forests of pine, hemlock, birch, maple, and 
other hard woods, cover the surface, while 
the soil is moist, being well adapted for 
grazing, and yielding good crops when 
brought under cultivation. The climate is 
particularly healthy and the water remark- 
ably pure. Coal of good quality underlies 
a large portion of the county, and an abund- 
ance of iron-ore is found. Population, 8825 . 
Value of agricultural productions, $434,900. 
Number of manufacturing establishments, 36; 
hands employed, 227; wages paid, $80,850; 
capital invested, $288,100; materials used, 
$195,366; value of products, $358,984. 
Bituminous coal mine, i; hands employed, 
60; wages paid, $36,000; capital invested, 
$40,000; tons mined, 21,953; value, $54,882. 
Kane, one hundred and ninety-three 
miles. — This settlement was established 
about the time of the completion of the 
Philadelphia and Erie Railroad, on a large 
tract of land owned by the family of Judge 
Kane, of Philadelphia. The country sur- 
rounding it on all sides is covered with a 
luxuriant growth of hemlock timber, and 
abounds in limpid streams and springs. 
These wide-extending forests are the homes 
of deer and all varieties of forest game 
found in northern Pennsylvania, while the 
waters are stocked with mountain trout, 
rendering the region highly attractive to 
sportsmen. To meet the requirements of 
these, and to entertain the many visitors 
seeking here a pleasant and salubrious resort 
in summer, an elegant hotel, named the 
"Thomson House," after the late presi- 
dent of the Pennsylvania Railroad Company, 
has been erected, capable of accommo- 
dating four hundred guests. This edifice is 
located in the midst of a park of one thou- 
sand acres, at an elevation of more than two 
thousand feet above ocean level, and in 
consequence enjoys an atmosphere of un- 
rivaled purity, — cooled by the breezes from 
the great northern lakes, and perfumed by 
the healthful aroma that exhales from the 
resinous forests around it. Smooth, dry 
roads lead through these forests, affording 
delightful drives. The hotel building is well 
designed, having large, elegantly-furnished 
public and private apartments, wide piazzas 
commanding extended views, and is abund- 
antly supplied throughout with spring water, 
elevated to a reservoir on the roof The 
town of Kane contains four churches, two 
public halls, and several hotels, in addi- 
tion to that described. A large lumbering 



business is transacted in the vicinity, — six 
steam saw-mills being in operation, employ- 
ing some two hundred men. The machine- 
shops of the railroad company, located here, 
employ about one hundred. Population 
about 2000. A line of stages runs from this 
station to Smethport, the county seat, dis- 
tance twenty-five miles. 

Wetmore, one hundred and ninety-eight 
miles. — A steam saw-mill is in operation 
at this station, employing twenty men. 

Ludlow, two hundred and two miles. 

RoYSTONE, two hundred and six miles. — 
First station in Warren county. Three steam 
saw-mills, employing together one hundred 
and fifty men, are running at this station. 

Sheffield, two hundred and nine miles. 
— Tanneries and lumbering operations of 
various kinds, at and in the vicinity of this 
station, employ an aggregate of near six 
hundred men. The village contains several 
churches, a public hall, and four hotels. 
About seven miles from Sheffield, in the midst 
of the forest, some trout-ponds are located, 
which are frequented by summer visitors. 

TiONA, two hundred and twelve miles. 

Clarendon, two hundred and fifteen miles. 

Stoneham, two hundred and seventeen 
miles. 

Warren, two hundred and twenty-two 
miles, is the seat of Justice of Warren county. 
This county was created by act of March 
1 2th, 1800, out of part of Lycoming, and 
named in honor of General Warren, \\ho 
fell in the battle of Bunker Hill. The 
territory embraced within its boundaries 
contained, at the time of its formation, but 
two hundred and thirty inhabitants. This 
limited population not being sufficient to 
support a separate organization, the county 
was, in 1805, attached to Venango for judi- 
cial purposes, and was not fully organized, 
with separate jurisdiction, until the i6th of 
March, 1819, when the seat of justice was 
permanently fixed at Warren. Owing prin- 
cipally to troubles about land titles, growing 
out of the transactions of the Holland Land 
Company,* — an organization owning or 



* During the Revolutionary war a loan of several millions of 
dollars was obtained by the colonial government from individu- 
als in Holland. After the war this debt was liquidated, in part, 
at least, by the transfer to the holders of the loan of vast tracts 
of land in the northern part of Pennsylvania and the western 
portion of New York, and thus was created the Holland Land 
Company, in the direct management of which many distin- 
guished gentlemen, both native and foreign, were at different 
times engaged. The transactions of the company were con- 
ducted with fairness,— the difficulties originating where their 
lands lay being more the result of conflicting claims than 
any fault of the company or its agents. 



WARREN. 



239 




■ •K'*"''^- 



claiming most of tlie land within its limits, — 
and other causes, the increase of population 
was slow, and in 1820 it contained less than 
two thousand inhabitants. Since 1830 its 
growth has been more than usually rapid, 
and its progress has increased with every 
decade, until at present it may justly be 
ranked among the most progressive counties 
in the Commonwealth. 

The surface of Warren county is undula- 
ting, ajiproaching to ruggedness along the 
larger streams intersecting it. Most of its 
territory is susceptible of cultivation, and 
portions are quite fertile and highly im- 
proved. The Allegheny river — which flows 
through the county for fifty miles, the 
Conewango river, the Brokenstraw, Tionesta 
and Tidioute creeks, with their numerous 
tributaries, water it abundantly, furnishing 
excellent power for manufactories, as well 



as outlets for an immense and profit- 
able lumbering business. The southern 
l)ortion of Warren county lies vi'ithin the 
great oil-field of Pennsylvania, and success- 
ful borings were made in it soon after the dis- 
coveries in Venango. Since then extensive 
oil operations have been carried on, adding 
largely to its wealth and population. Coal is 
also found, and is mined to a limited extent 
for local use. The business of tanning leather 
is a very important industry; and in late 
years the manufacture of cheese, on an ex- 
tensive scale, has been added to the industries 
of the county. Population, 23,897. Value of 
agricultural productions, J?i,534,757. Num- 
ber of manufacturing establishments, 450; 
hands em])loyed, 1773; wages paid, 5491,- 
805; capital invested, §2,549,510; materials 
u.sed, Ji, 532, 438; value of products, $3,- 
224,76s. Bituminous coal mine, i ; hands 
employed, 2; wages paid, S200; capital in- 
vested, ^3000; tons mined, 200; value, 



240 



THE PENNSYLVANIA RAILROAD. 



Siooo. Number of petroleum wells, i8i; 
hands employed, 370; wages paid, §2 17, 693 ; 
capital invested, §1,470,730; gallons pro- 
duced, 14,356,372; value, §1,423,935. 

The town of Warren occupies a beautiful 
situation on the Allegheny river, at the junc- 
tion of the Conewango. It was laid out, 
about the time of the formation of the 
county, by Gen. William Irvin and Andrew 
Ellicott, commissioners appointed for the 
purpose by the State. At first it increased 
in population slowly, owing to various 
causes, and in 1840 contained only seven 
hundred and thirty-seven inhabitants. Not- 
withstanding its limited population, it was, 
in 1832, incorporated as a borough. For 
the first forty years of its existence the 
population of the town, as well as of the 
county, was almost exclusively engaged in 
the lumbering business. "Old and young," 
says a historian, writing about 1840, "from 
the gray-haired pioneer of sixty down to the 
boy of twelve years, are interested in the 
departure of the rafts with the spring tides, 
and compose the crews to navigate them. 
There is not, probably, a boy of twelve 
years old living on any stream in Warren 
county who has not made his voyage to Cin- 
cinnati, perhaps to Orleans." Naturally, a 
business conducted on the scale of magni- 
tude which marked the lumbering enterprises 
of this county forty years ago, would develop 
peculiar energy and talent, and some of the 
lumbermen of that period possessed these 
attributes to a remarkable degree. But, 
while fortunes often were accumulated, re- 
verses sometimes came, and memorable 
among these was the failure of the Lumber- 
men's Bank, of Warren, about 1839, causing 
great financial distress throughout the region 
bordering on the Allegheny river. 

The country adjacent to this river in the 
vicinity of Warren, and north of it into the 
State of New York, was, at the time the white 
settlers first penetrated the region, owned 
and occupied by the Seneca Indians, and 
when the treaty of Fort Stanwix was con- 
cluded, Cornplanter, a chief of that tribe, had 
a small reservation made to himself out of 
the immense region ceded to Pennsylvania. 
This reservation was located on the river, 
twelve miles above Warren, and subsequently 
was confirmed to him by the State. Here 
he spent the concluding years of his long 
life, maintaining a marked friendship for the 
Americans, notwithstanding, in his youth, 
he had been their unrelenting foe, fighting 



against them at the defeat of Braddock, at 
the massacres in Wyoming valley, and in 
various campaigns on the northern frontier, 
during the French and Revolutionary wars. 
He died at the age of one hundred and five 
years, as near as could be computed from 
events in his life, and was buried on his 
reservation. He claimed to be the son of a 
white man, named O'Bail, but wasa thorough 
Indian in all his habits, and was known 
among his tribe by the name of Ga-nio-cli- 
eiih — "Handsome Lake." The name of 
Cornplanter was assumed, or bestowed upon 
him, after his settlement on the reservation, 
where he had a village, called Jeunesedaga. 
Some of the descendants of his tribe still 
live in the vicinity of the reservation, and are 
often seen in the streets of Warren. 

During the last score of years this town 
has grown and improved wonderfully. The 
construction of railroads, the discovery of 
petroleum, the rapid settlement and im- 
provement of the adjacent country, all con- 
tributed to its prosperity; and these causes 
have been supplemented and assisted by a 
marked degree of enterprise on the part of 
its citizens. It now ranks among the first 
inland towns of western Pennsylvania, and 
presents many attractions to the tourist, 
besides being a delightful place of residence. 
Some of its buildings, public and private, 
are tasteful in design and beautiful in their 
surroundings. The comforts and conveni- 
ences of the age are all utilized in its 
economy, and in various respects it merits 
commendation as a pleasant, prosperous, and 
attractive borough. Among its prominent 
industries may be enumerated iron-works, 
planing-mills, and a sash factory. Lum- 
bering is still extensively carried on by its 
citizens. It contains eight churches, three 
public halls, good schools, three banks, sev- 
eral hotels, and the usual county buildings. 
The new Asylum for the Insane, now being 
erected on a scale of unsurpassed magnitude 
and excellence by the State of Pennsylvania, 
is located in its immediate vicinity. Popu- 
lation, 2014. A tri-weekly stage runs to 
Steamburg, New York. (Junction of Dun- 
kirk, Warren and Pittsburg Railroad, running 
north to Dunkirk, on Lake Erie, distance 
fifty-four miles. ) 

Irvineton, two hundred and twenty-eight 
miles, is a place of considerable ■ local im- 
portance, not only enjoying a present of pros- 
perity and promise, but a history which 
extends back to the period of the first 



YOUNGSVILLE—PITTSFIELD— GARLAND— SPRING CREEK, ETC. 



241 



settlement in the region. It is built upon a 
tract of land taken up by Gen. William Irvine, 
of Revolutionary fame, or his son, Gen. 
Callender Irvine, and the latter erected a 
cabin where the village now stands in 1795. 
At this cabin Cornplanter was frequently a 
guest, — a strong affection existing between 
the chief and the general. It is recorded 
that on one occasion, when Cornplanter had 
reason to believe the Monsey Indians in- 
tended, for an alleged slight, to murder the 
general, he sent one of his chosen braves to 
remain at the cabin as a guard for his friend's 
safety. With a delicacy showing the noble- 
ness of the old chief, his messenger of safety 
came as a guest only, and not until long 
after the anticipated danger was past did 
General Irvine know the true object of the 
visit. The present town was laid out about 
1840, by Dr. William A. Irvine, son of the 
last-named general, who made extensive 
improvements here before the railroad was 
built. It contains a woolen-mill, grist-mill, 
planing-niill, saw-mill, and stave-mill, two 
churches, and four hotels. Population about 
350. (Junction of Oil Creek and Allegheny 
River Railroad, running south through the 
oil regions, and connecting with the Alle- 
gheny Valley Railroad to Pittsburg. ) 

YouNGSViLLE, two hundred and thirty 
miles, — situated on Brokenstraw creek, in a 
good agricultural region, — contains manu- 
factories of pumps and water-pipe, a planing- 
mill, a hoop manufactory, a tannery, two 
churches, two public halls, public schools, 
three hotels, and does considerable business in 
lumbering. Population, 462. A daily stage 
runs to Sugar Grove, distance nine miles. 

PiTTSFiELD, two hundred and thirty- 
four miles, contains a saw and planing mill, 
a stave-mill, and lime-burning is carried on. 
It has one church, one hotel, and a popula- 
tion of about 250. A stage runs to Grant 
station, distance sixteen miles. 

Garland, two hundred and thirty-eight 
miles. — Among the industries here are two 
saw-mills, a planing-mill, a barrel factory, 
and two stone-quarries, — employing in the 
aggregate near a hundred men. The New 
York Company's pipe-line terminates here, 
and cars are loaded at this station with oil 
in bulk for eastern and western shipment. 
The village contains three churches, two pub- 
lic halls, one hotel, a public school, and a 
population of about 400. 

Spring Creek, two hundred and forty- 
four miles. 



Columbus, two hundred and forty-nine 

miles. 

CoRRY, two hundred and fifty-one miles, — 
a city on Oil creek and the first station in 
Erie county,— owes its origin to the develop- 
ment of petroleum production in Venango 
county. The site it occupies was, in 1861, 
a wild, uncultivated wilderness, — its silence 
unbroken, except by the construction of the 
Philadelphia and Erie Railroad. In 1S60 
the Atlantic and Great Western Railway was 
built to this point ; and at its crossing with 
the Philadelphia and Erie Railroad the first 
house in Corry was erected during the follow- 
ing year. In 1862 the Oil Creek Railroad 
was completed from Corry to Titusville ; and 
then the fame of the oil regions had spread 
so generally over the country that the rush 
of visitors, speculators, and settlers rapidly 
built up the town. The growth at first seemed 
ephemeral; but far-seeing men discovered at 
once the value of the location as a manufac- 
turing point, and the buzz of the saw, the 
shriek of the steam-whistle, the sound of the 
hammer, and the hum of machinery soon 
announced the nucleus of a busy manufac- 
turing town. 

In its early existence Corry was a fair rep- 
resentative of the excitement and prosperity 
attending the "oil fever," which brought 
wealth and poverty as its attendants, — 
making millionaires out of unaspiring land- 
owners and energetic speculators, and re- 
ducing thousands to poverty who were crazed 
by the dazzling hope of rapidly-acquired 
riches. The place was full of the din of 
traffic, and the spaces contiguous to the rail- 
road stations were covered with barrels and 
tanks. Now the glory and shame of oil is 
gone, and excitement has been superseded 
by healthy business — giving its fair returns 
for the energy and capital invested. 

While the bursting of the petroleum bub- 
ble stranded completely many hopes and 
expectations, reducing towns and cities which 
had sprung up almost as rapidly as Jonah's 
gourd to a condition of ruin and decay, Corry 
proved a complete exception to the rule, and 
instead of relapsing or stagnating, grew with 
steady vigor in prosperity and wealth. The 
position it occupies is peculiarly advantage- 
ous. Situated at an elevation of near fifteen 
hundred feet above the ocean level, and more 
than eight hundred above Lake Erie, it is 
particularly healthy. The country adjacent 
is reasonably productive; coal and iron are 
easily accessible; timber is abundant, and 



242 



THE PENNSYLVANIA RAILROAD. 



railroads connect it with all important busi- 
ness centres, east, west, north, and south. 
Such advantages could not but be appreci- 
ated by an energetic and intelligent people, 
and the result is seen in a city which, in all 
the essentials of comfort, stability, and pros- 
perity, is an honor to Pennsylvania. Among 
its most prominent industries are very exten- 
sive oil-works, manufactories of wooden-ware, 
steam-engines, agricultural implements, fur- 
niture, boring-machines, brushes, sashes and 
blinds, fork and spade handles, and other 
articles; iron-works; steam saw and flour 
mills; extensive cooper-shops, shingle-mills, 
breweries, tanneries, railroad shops, and 
many other industries, — making it a hive 
of industry. It contains nine churches — 
representing all the prominent religious de- 
nominations, superior public and private 
educational facilities, three banks, seven 
hotels, an academy of music, six public 
halls, and a fine city hall. Population, 
6809. (Junction and point of intersection 
of Buffalo, Corry and Pittsburg Railroad, of 
Atlantic and Great Western Railroad, and of 
Oil Creek and Allegheny River Railroad.) 

Lovell's, two hundred and fifty-four miles. 

Concord, two hundred and fifty-six miles. 
— A stave factory, a shingle factory, and 
other mechanical industries are in operation 
at this station. The village has one church, 
a hotel, and a population of about 200. 

Union, two hundred and sixty-one miles, 
is a flourishing borough, on the waters of 
French creek, containing manufactories of 
oil-barrels, wooden pumps, and furniture, 
employing about three hundred men, and 
several other industries. It is surrounded 
by a good grazing country. The town 
contains six churches, an opera-house, two 
public halls, three banking institutions, 
graded public schools, and three hotels. 
Population, 1500. A daily stage runs to 
and from VVattsburg, distance eight miles. 
(Junction of Union and Titusville Rail- 
road, running south to Titusville, in the oil 
regions.) 

Le Bceuf, two hundred and sixty-five miles. 

Waterford, two hundred and sixty- 
nine miles, is a pleasant and flourishing 
borough on Le Boeuf lake and creek, the 
names of which were bestowed upon them 
by the French ex])lorers because of the im- 
mense herds of buffalo found in the vicin- 
ity. It is an old settlement, antedating the 
coming of the English race to this region, 
and owing its origin to the French, who, 



about 1750, erected here a fort, called by 
them Le Bceuf. This was the intermediate 
of three military posts, — the first being at 
Erie, and the third, called Venango, at the 
mouth of French creek, where the city of 
Franklin now stands. These fortifications 
were intended to guard the route of commu- 
nication from the lake to the Allegheny 
river. It was to Fort Le Bceuf that Major 
Washington was sent by Governor Dinwid- 
dle, of Virginia, in 1753, on a mission to 
ascertain from its commander. Monsieur de 
St. Pierre, the intentions of the French as 
to their occupancy of the country adjacent 
to the head-waters of the Ohio river, and to 
protest against such encroachments on what 
was claimed as a portion of the territory of 
Virginia. This fort, with the other military 
posts of the French, passed into the posses- 
sion of the English in 1760, and three years 
later was taken by the Indians in Pontiac's 
war, — all its inmates, except one, then fall- 
ing victims to savage ferocity and vengeance. 

The present town was laid out in 1 794, 
by Andrew Ellicott, about two years after 
the Americans had first settled upon the site, 
At that time the State of Pennsylvania main- 
tained a small garrison here for the protection 
of the surveyors engaged in surveying the 
lands in the north-west, and thirty years ago 
a part of the block-house occupied by this 
garrison was still standing. The name of 
the town was changed from Le Bceuf to 
Waterford in 1795. It was an active locality 
during the time that salt was carried across 
the French portage from Presque Isle, and 
floated down French creek and the Alle- 
gheny and Ohio rivers, to supply the wants 
of the settlers in the Ohio valley; but when 
the salt-wells on the Kiskiminetas were dis- 
covered this trade ceased, and the town 
suffered in consequence. The construction 
of the railroad gave it a new impetus, and 
since then it has steadily prospered. Among 
the manufacturing industries carried on are 
one of boots and shoes, and one of firkins 
and tubs. Some lumbering is done, and the 
dairy business is important, — the adjacent 
country being well adapted for grazing cat- 
tle. The town contains four churches, four 
public halls, one bank, an academy, and 
three hotels. Population, 790. 

Himrod's, two hundred and seventy-one 
miles. 

Jackson's, two hundred and seventy-five 
miles. — Immediately after passing this sta- 
tion the summit is crossed which divides 



LANGDON'S— BELLE VALLEY— WAGNER'S— OUTER DEPOT— ERIE. 



243 



the waters of the Ohio from those flowing 
into Lake Erie. This dividing summit is 
here not more than eight miles from the lake. 

Langdon's, two hundred and seventy- 
nine miles. 

Belle Valley, two hundred and eighty- 
one miles. 

W.^gner's, two hundred and eighty-three 
miles. 

Outer Depot, two hundred and eighty- 
five miles. — (^Junction with Lake Shore and 
Michigan Southern Railroad.) 

Erie, two hundred and eighty-eight miles. 
— Seat of justice of Erie county. This 
county was created out of part of Alle- 
gheny, by act of March 12th, 1800, but was 
not fully organized until the 2d of April, 
1803, previous to which time all the north- 
western corner of Pennsylvania, embracing 
the inchoate counties of Crawford, Erie, 
Mercer, Venango, and Warren, formed but 
one county for judicial purposes. As popu- 
lation increased these organizations were 
clothed with full power, and in time each 
had its separate courts and officers. The 
surface of Erie county is intersected by a 
low ridge, which divides the short tribu- 
taries of the lake from those of the Allegheny 
river. This ridge runs nearly parallel with 
the lake shore, and is distant eight to ten 
miles from it. All the streams heading on 
the southern slope of the ridge find their 
outlet, through the Mississippi, in the Gulf 
of Mexico, after flowing a distance of near 
two thousand five hundred miles, and this 
natural drainage is the more remarkable when 
the fact is considered that the surface of 
Lake Erie is about seventy-five feet lower 
than the Ohio river at Pittsburg. The soil 
of the southern slope is peculiarly adapted 
to grazing, both in Pennsylvania and New 
York, while the northern, or lake slope, is 
very productive in wheat. Owing to their 
rapid descent, the streams emptying into the 
lake afford an abundance of excellent water- 
power. 

But little is known of this region of 
country prior to 1750. The southern shore 
of the lake, at the time Europeans first 
entered its waters, was occupied by a power- 
ful and warlike tribe of Indians, called 
Eries or Irrironnons, and from them its 
name is derived. Between this tribe and 
the Five Nations, who occupied the country 
to the east and south, and whose confederacy 
was one of the most wonderful things in 
known Indian history, a bitter and unrelent- 



ing hostility existed, and about the years 
1653 to 1657 the Eries were utterly exter- 
minated by their antagonists, who had 
learned the use of fire-arms from the Dutch, 
at New Amsterdam, and brought them into 
use against their less fortunate enemies. 
The French penetrated Lake Superior, and 
entered the valley of the Mississippi, near 
a hundred years before they landed on the 
southern shore of Lake Erie. This was 
owing to the hostility of the Five Nations, 
who controlled that shore, which they had 
incurred by their alliance with the Indians 
on Lake Huron. But the indomitable 
energy of French traders, and the zeal of 
Jesuit missionaries, could not leave the vast 
regions now embraced in western New York 
and Pennsylvania a terra incognita, and 
about the commencement of the eighteenth 
century their records show that some of their 
explorers had visited the region where the 
city of Erie now stands. The treaty of 
Utrecht, in 1713, confirmed Louisiana to 
France, and the interpretation put upon that 
treaty by the French was that, as the mouth 
of a river governed its sources, and as no 
boundaries of the territory were defined, 
they had a just claim to the entire region 
drained by the Mississippi. The English, 
through their colonial authorities here, as 
well as by the home government, pro- 
tested against this sweeping claim, but the 
French persisted in it. To substantiate it 
their emissaries intrigued with the Indians as 
only French diplomats could, displaying a 
tact and persistence irresistible to tlie sav- 
ages, and the result was that most of the 
north-western aborigines sided with them. 
Following this, they commenced the erection 
of a chain of fortifications to extend from 
Lake Erie to the Gulf of Mexico. The 
first of this chain was located at Erie, and 
was called Fort tie la Prcsgu'isie* It was 
built, probably, in 1749, although the pre- 
cise date cannot be fixed ; and with its 
foundation the first European settlement was 
planted on the southern shore of Lake Erie. 
After it. Fort Le Boeuf and Fort Venango 
were erected, and in 1754 Fort Du Quesne 
was built. Six years later, and subsequent 
to the bloody scenes of strife which give 
old Fort Du Quesne such historical promi- 
nence, French dominion in the northern 



* Presqu' isle is the French for peninsula. At that period 
the island, as it now exists, was not separated from the main 
land. The fort stood on an eminence overlooking the lake, 
within the present incorporated limits of the city. 



244 



THE PENNSYLVANIA RAILROAD. 



portion of the continent surrendered to the 
English, and these forts were all abandoned 
or given up. 

The English garrisoned the fort at Presqu'- 
isle (which appears still to have retained its 
French name) and continued in undisputed 
possession until the 4th of June, 1763, when 
the garrison was taken by stratagem and 
massacred by the savages, under the instiga- 
tion and direction of Pontiac, the great 
Indian prophet of the North-west. Entrance 
to the fort was gained by the Indians, said 
to number about one hundred and fifty 
warriors, under a pretext of wanting to sell 
furs. Each warrior carried a pack of these 
upon his back, and no arms were visible 
upon them. But no sooner were they within 
the enclosure than, at a preconcerted signal, 
their skins were cast aside and the work of 
death commenced. The entire garrison was 
destroyed, excepting one soldier, who es- 
caped, and a woman, who was taken prisoner 
and afterward surrendered. Of the posts 
garrisoned by the English in the North and 
West, nine were surprised in a similar man- 
ner, and their garrisons fell easy preys to 
savage vengeance and cruelty. The forts at 
Niagara, Pittsburg, Ligonier, and Bedford 
were invested by the Indians, but held out 
until succor came from the East. Most of 
the forts were re-garrisoned during the fol- 
lowing year, and treaties were made with 
some of the hostile Indian tribes, but there 
was no peace throughout the North-west 
until after Wayne's expedition and treaty in 

I79S- 

The sanguinary struggles of the Revolu- 
tion did not reach this portion of Pennsyl- 
vania, and, consequently, the years which 
were so eventful in the history of other por- 
tions of the State were, in this locality, 
unmarked by incidents worthy of record. 
The treaty of Fort Stanwix gave the State 
the right to all the land within its chartered 
limits, and this treaty with the Six Nations 
was confirmed by the Delawares and Wyan- 
dots, at Fort Mcintosh, they being the imme- 
diate claimants of the territory around Lake 
Erie. The boundary between the States of 
New York and Pennsylvania was run and 
marked, in 1785-6 and 7, by commissioners, 
of whom the astronomer, David Rittenhouse, 
and after him Andrew Ellicott, were the 
principal representatives of Pennsylvania. 
Gen. William Irvine, who had given much 
attention to the lands acquired by Pennsyl- 
vania, perceived, at an early day, that the 



northern boundary would so strike Lake 
Erie as to leave that State but four or 
five miles of coast, and without a harbor. 
At his suggestion and through his assist- 
ance, the portion of Erie county since 
known as the ' ' triangle ' ' was secured by 
purchase from the United States and the 
aboriginal proprietors. The treaty made with 
the Six Nations, on the 9th of January, 1 789, 
covering the grant of this land, declares: — 
"The signing chiefs do acknowledge the 
right of soil and jurisdiction to and over 
that tract of country bounded on the south 
by the north line of Pennsylvania, on the 
east by the west boundary of New York, 
agreeable to the cession of that State and 
Massachusetts to the United States; and on 
the north by the margin of Lake Erie, in- 
cluding Presqu'isle and all the bays and har- 
bors along the margin of said Lake Erie 
from the west boundary of Pennsylvania to 
where the west boundary of New York may 
intersect the south margin of the said Lake 
Erie, to be vested in the said State of Penn- 
sylvania, agreeable to an act of Congress 
dated 6th June, 1788." On the 30th of 
March, 1792, the governor of the State pur- 
chased the tract so defined from the United 
States, paying therefor $151,640.25 in Con- 
tinental money, and it was formally deeded 
to Pennsylvania. The area of the triangle 
is 202,187 acres. 

Soon after this formal cession the region 
was opened to settlement. Defective laws 
led to confusion in titles, and for some years 
the pioneers had to contend with these diffi- 
culties, as well as with Indian hostility, as 
many of the aborigines were loth to see their 
hunting-grounds brought under the subjec- 
tion of the whites. Prominent among the 
Indians who sought to restrict the white set- 
tlements to the eastern side of the Allegheny 
and Ohio rivers was Brant, or Ked Jacket, 
the great Mohawk chief, and the plans he 
laid to carry out his designs, in which he 
hoped (not without reason, if contempo- 
raneous history is to be credited) for the 
assistance of the British authorities in Canada, 
afford an interesting chapter in our early 
annals. But Wayne's success put an end to 
Brant's schemes, and the wave of civilization 
rolled steadily westward. 

The first settlers of the county were prin- 
cipally from New York State and New Eng- 
land. Some, however, came from tlie 
southern portions of Pennsylvania; but the 
preponderance of the first was so great that 



ERIE. 



245 



for many years the 
county presented 
more of the pecu- 
liarities of the State 
of New York than 
of that in which it 
is situated. Popu- 
lation increased but 
slowly, except in 
the town of Erie, 
for the first twenty 
years of its exist- 
ence, and it was 
only after the in- 
troduction of canals 
and railroads that 
its resources showed 
a fair development. 
The commerce of 
the lakes, previous 
to the opening of 
these outlets to the 
more densely in- 
habited regions, was 
not sufficient to 
stimulateitsgrowth, 
and nature's barrier 
severed it from the 
b e a u t i f u 1 river 
which, at an early 
day, was the stimu- 
lating artery of 
western Pennsylva- 
nia. The third 
quarter of the cen- 
tury has, however, 
made amends for 
the tardiness of the 
first half, and now 
Erie county takes 
a prominent rank 
among her sisters of 
the great Keystone 
Commonwealth. 
Population, 65, 973. 
Value of agricul- 
tural productions, 
54,720,295. Num- 
ber of manufactur- 
ing establishments, 
928; hands em- 
ployed, 4664; wages 
paid, $1,927,184; 
capital invested, 

^5.717.993; "mate- 
rials used, $5,646,- 
425 ; value of pro- 
ducts, $9,697,987. 




246 



THE PENNSYLVANIA RAILROAD. 



The town of Erie was laid out in 1795, by 
Gen. William Irvine and Andrew Ellicott, 
under authority of the State. Previous to 
this the position had been only a military 
post, and when the survey was made a guard 
was necessary to protect those employed in it. 
General Wayne established a small garrison 
here in 1794, when on his memorable expe- 
dition against the north-western savages, and 
on his return, in December, 1796, was taken 
sick and died in a log cabin which stood 
inside the military enclosure. At his own 
request he was buried at the foot of the flag- 
staff of the post, and here his remains reposed 
until 1809, when they were transferred by 
his son to the churchyard near the family 
home in Chester county. In 1805 the town 
was incorporated as a borough, although at 
that time it contained less than a hundred 
houses. During the years in which the set- 
tlers in the Ohio valley depended upon 
northern New York for their supply of salt, 
an active trade was carried on through here 
and over the old French portage to the Al- 
legheny river and Pittsburg. The same 
route was used, during the late war with 
Great Britain, for carrying supplies to the 
garrison and squadron on the lake, and one 
of the most important events of that struggle 
is inseparably connected with the city of 
Erie. This was Perry's splendid victory over 
the British squadron, which virtually de- 
stroyed the power of that nation on the 
upper lakes. The natural advantages pre- 
sented by the harbor of Erie marked it as 
the most suitable point for the creation of a 
navy to protect American interests and honor 
on the great northern inland waters, and 
here Captain Perry came, on the 27th of 
February, 1813, to urge forward the work 
which had already been commenced. In 
the early part of the following August he 
had his little fleet of nine vessels, carrying 
fifty-four' guns, ready for sea, and on the 9th 
of September he met and attacked the British 
squadron of si.\ vessels, carrying sixty-three 
guns, at Put-in-Bay, near the head of the 
lake. The British ships carried the heaviest 
guns, and in the engagement did consider- 
able damage to some of Perry's ships before 
he could bring his armament to bear; but 
he sought close quarters, and, after an engage- 
ment of several hours, gained a complete 
victory, capturing every vessel of the enemy. 
At the time he achieved this victory Perry 
was but twenty-six years old, and he died at 
the age of thirty-four, having in his brief 



career justly gained a position among the 
first of American heroes. 

After the war Erie relapsed into a condi- 
tion of inactivity, and not even the intro- 
duction of steam navigation on the lake — 
which occurred in 1S18, when the "Walk- 
in-the- Water," the first steamboat to plow 
its surface, was built and launched at Black 
Rock — was sufficient to stimulate it into 
progress. In 1830 the population of the 
borough was only fourteen hundred. The 
agitation of the internal improvement system 
in Pennsylvania about this period started 
the slumbering city on the road to pros- 
perity, lots advanced in price rapidly, and 
speculation for some years ran wild. Many 
dreams of fortune were, of course, unreal- 
ized; but the town grew, and has steadily 
continued to grow, in population and im- 
portance. The opening of the canal con- 
necting Lake Erie with the Ohio river, and 
the building of the railroad uniting the West 
with New York, contributed materially to 
its progress. The advantageous position it 
enjoys has made it a centre of lake com- 
merce, and there can be no doubt as to the 
future of greatness before it. 

One of the bitterest contests between a 
people and a corporation ever seen in Ame- 
rica was waged here soon after the opening 
of the Lake Shore Railroad, and continued 
for three years. The citizens of Erie objected 
to the construction of a line of road in their 
immediate vicinity which ignored their town 
and harbor, and whirled travel and traffic 
through Pennsylvania to rival ports in other 
States. Their opposition evinced itself in 
open acts of hostility, by which the railroad 
was time and again destroyed or interrupted ; 
but about 1855 the difficulty was adjusted, 
and from that time order and peace have 
reigned. The city has since then grown 
to a position which enables it to compete 
successfully with all rivals, and no railroad 
in its vicinity can now afford to ignore it. 

It would be difficult to find a more de- 
lightful place in summer than this city on 
the margin of the great lake whose name it 
bears. The cool breezes are wafted from 
the colder north, and, rippling over the 
wide expanse of clear water, give an atmos- 
phere to the city as refreshing as it is 
healthful. The residents thoroughly appre- 
ciate their lovely climate and scenery in 
the hot months, and Massasaugie Point — 
the "head," at the south side of Erie bay, 
where the Massasaugie tribe of Indians had 



MONTANDON— LEWISBURG— BIEIIL— VICKSBURG, ETC. 



247 



their council-fire — is a scene of constant 
resort for all kinds of societies and associa- 
tions. The scenery at the point is wild and 
romantic, — the bluffs and flats being covered 
with a growth of pine, hemlock, cedar, oak, 
Cottonwood, and poplar, while plants, shrubs, 
and flowers abound in every nook. Many 
improvements have been made by art to sup- 
plement the charms and attractions of nature. 

The commerce of the port increases rap- 
idly, and bids fair soon to rank among the 
first on the great lakes. During 1872 one 
hundred and fourteen foreign and two thou- 
sand two hundred and seventy-eight coast- 
wise vessels entered and cleared. These ves- 
sels represented a tonnage of one million two 
hundred and seventy-seven thousand seven 
hundred and four tons. The registered ton- 
nage of the port for that year was twenty- 
seven thousand seven hundred and fifteen 
tons. This tonnage is being added to rapidly, 
and now some of the finest steam-propellers 
on the lake run to and from this harbor, 
which is generally conceded to be the best 
on the lake. The only United States steamer 
on the lakes — the " Michigan" — makes her 
station and winter quarters at Erie. 

Since the completion of the various lines 
of railroad penetrating the coal, iron, and 
petroleum regions of Pennsylvania, the in- 
crease of manufactories at Erie has been 
marked. The principal establishments are 
those for the manufacture of iron and iron 
products, cars, organs, and boots and shoes, 
which employ fully fifteen hundred men. 
Many other branches of industry are also 
successfully prosecuted. 

The city contains a large number of ele- 
gant private residences, and among its public 
edifices are seventeen churches, representing 
all Christian denominations; an excellent 
academy, an opera-house, an academy of 
music, five public halls, several private and 
a superior system of public schools. It has 
ten banking institutions, two hospitals, an 
orphan asylum, six cemeteries, two public 
libraries, a number of superior hotels, and, 
in short, possesses all the requisites of metro- 
politan life and enjoyment. Population, 
19,646. A tri-weekly stage line runs from 
Erie to Edinboro, distance twenty-six miles. 



LEWISBURG, CENTRE AND SPRUCE 
CREEK BRANCH. 

MoNTANDON. — Point of intersection with 
Philadelphia and Erie Railroad. 



LEWISBURG, one and one-half miles. — Seat 
of justice of Union county. This county was 
established by act of March 22d, 1813. It 
lies within the Apalachian ranges of moun- 
tains, and consists of a series of limestone 
valleys of great fertility and beauty. Iron- 
ore is found in diflerent localities, and it is 
claimed that deposits of lead also exist. The 
early settlers of the county were princi- 
pally Germans, and their descendants yet 
compose the larger portion of its citizens. 
Population, 15,565. Value of agricultural 
productions, $1,195,362. Number of manu- 
facturing establishments, 106; hands em- 
ployed, 664; wages paid, §203, 007; capital 
invested, §754,463; materials used, §673,- 
171; value of products, $1,288,692. Lew- 
isburg is beautifully situated on the west 
bank of the Susquehanna river, and is con- 
nected with Montandon by a handsome and 
substantial bridge. The town was laid out 
by a German, named Louis Derr, who had 
an Indian trading-post here about the end 
of the last century, and was at first known 
by the name of "Derr's town." A monu- 
ment to the memory of Col. John Kelly, 
one of the heroes of the Revolutionary war, 
and a citizen of the county, was erected 
here in 1835. Much of the trade of Buf- 
falo and Penn's valleys — two rich agricul- 
tural regions — finds an outlet at Lewisburg 
and contributes materially to its prosperity. 
The town contains a boat-building yard and 
saw-mill combined, a planing-mill, a manu- 
factory of agricultural implements, employ- 
ing together about two hundred men, and a 
number of minor manufacturing industries. 
It has seven churches, a Baptist university 
and seminary, two national banks, a public 
hall, three good hotels, and the usual county 
buildings. Population, 3121. A stage runs 
twice daily between Lewisburg and Milton, 
distance four miles. 

BiEHL, five miles. 

VicKSBURG, seven miles. 

MiFFLiNBURG, eleven miles, is a prosperous 
and pleasant borough in Buffalo valley. It 
contains several manufactories of carriages, 
a planing-mill, foundry, two steam-tanneries, 
and a steam grist-mill. There are four 
churches, good public schools, a public hall, 
two banks, and two hotels in the town. 
Population, 911. A stage runs daily to 
Centre Hall, distance thirty-four miles. 

MiLLMONT, sixteen miles. 

Laurelton, nineteen miles, terminus of 
road. 



248 



THE PENNSYLVANIA RAILROAD. 



DANVILLE AND HAZLETON 
BRANCH. 

SuNBURY. — Terminus of road. (See page 
224 for description. ) 

Phil.\delphi.a. and Erie Junction, one 
mile. — Point of intersection with Pliiladel- 
phia and Erie Railroad. 

Kline's Grove, four miles. 

Woi.vERTON, si.K miles. 

Kipp's Run, nine miles. 

Danville, twelve miles. — This is one of 
the great centres of iron production and 
manufacture in Pennsylvania, — the furnaces, 
rolling-mills, and foundries here giving em- 
ployment, when in full operation, to more 
than two thousand men. Iron-ore of good 
quality and in inexhaustible quantities exists 
in Montour's ridge, — a mountain in the im- 
mediate vicinity of the town, which skirts 
the river for a distance of more than twenty 
miles. Limestone is also found in this 
mountain, while anthracite coal is mined in 
close proximity, and brought to the manu- 
factories both by railroad and canal. It 
is the seat of justice of Montour county, 
which was separated from Collunbia by act 
of May 3d, 1850. The county is generally 
mountainous and rugged, but contains some 
fertile and highly-improved valleys, and 
abounds in magnificent scenery. Danville 
was settled toward the close of the last cen- 
tury, by several families from Philadelphia, 
and in its infancy encountered some of the 
dangers and trials of savage animosity and 
cruelty. It grew slowly for some years, and 
in 1806 is described in Scott's geography as 
"a small post-town on the east branch of 
the Susquehanna, at the mouth of Mahoning 
creek." It began to increase rapidly about 
1828, when a railroad was commenced, to 
run from this place to Pottsville, in which 
enterprise Stephen Girard was interested. 
A part of the road was made near Pottsville, 
but the death of Girard and others inter- 
ested in the work destroyed the vitality of 
the project, and it was abandoned. Some 
ten years later extensive furnaces were 
erected here, and when anthracite coal was 
successfully introduced as a fuel for iron- 



making, in 1841, these iron interests de-> 
veloped apace, soon elevating the town into 
the prominent rank it has since maintained 
among the industrial centres of the State. 
It occupies a beautiful position, and con- 
tains many fine residences. A State Asylum 
for the Insane is located here, and the town 
contains two national banks, a fine opera- 
house, seventeen churches, and three good 
hotels. Population, 8436. Daily stage lines 
run from this station to Elysburg and Wash- 
ingtonville. 

Roaring Creek, seventeen miles. 

Catawissa, twenty-one miles, is a roman- 
tically-located borough in Columbia county, 
on the left bank of the Susquehanna river, 
at the mouth of Catawissa creek. There 
are few places in the State more renowned 
for grandeur of scenery, and there are not 
many towns within the limits of the Com- 
monwealth whose names are more familiarly 
linked with schemes of improvement that 
failed to realize the dreams of their origi- 
nators. It was laid out in 1787 by William 
Hughes, a Quaker from Berks county, and 
for some years members of that society 
controlled it. These, however, were super- 
seded by settlers of German descent, one 
of whom erected an iron-furnace near the 
town as early as 1816. The principal busi- 
ness of the place now is merchandising and 
railroading. A paper-mill is in operation, 
and the adjacent country produces average 
crops of grain and vegetables, which find a 
ready market in the coal-mining regions of 
Ashland and Shamokin. The town con- 
tains six churches, a public hall, a deposit 
bank, and two good hotels. Population, 
1614. 

Mainville, twenty-seven miles. 

Mifflin X Roads, thirty miles. 

Scotch Valley, thirty-five miles. 

Mountain Grove, thirty-seven miles. 

Rock Glen, thirty-nine miles. 

GowEN, forty miles. 

Tomhicken, forty-five miles. — Terminus 
of road and point of connection with 
Wilkesbarre Railroad, which runs to Hazle- 
ton, where a junction is formed with the 
Lehigh Valley Railroad. 



ORGANIZATION 



1875. 



General Qfflce, Xo. 233 South Fauffh Street, FMladetpkia, 



THOMAS A. SCOTT, 
JOSIAH BACON, 
WISTAR MORRIS, 
JOHN M. KENNEDY, 
JOHN SCOTT, 



Board o^f U'IMectoms: 
alexander j. derbyshire, 

SAMUEL M. FELTON, 
ALEXANDER BIDDLE, 
N. PARKER SHORTRIDGE, 
HENRY M. PHILLIPS, 
WILLIAM ANSPACH, 



G. MORRISON COATES, 
ALEXANDER M. FOX, 
GEORGE B. ROBERTS, 
EDMUND SMITH, 
A. J. CASSATT. 



General O'EFiCERSi 



THOMAS A. SCOTT, 

GEORGE B. ROBERTS, First Vice-President. 

EDMUND SMITH, Second Vice-President. 

A. J. CASSATT, Third Vice-President. 

FRANK THOMSON, General Manager. 

STRICKLAND KNEASS, Assistant to the President. 

JOHN P. GREEN, Assistant to the President. 

J. N. DU BARRY, Assistant to the President. 

JOSEPH LESLEY, Secretary. 

FLOYD H, WHITE, Assistant Secretary. 

BAYARD BUTLER, Treasurer. 

JOHN D. TAYLOR, Assistant Treasurer. 

BENJAMIN F. CRAWFORD, Cashier. 

W, J. HOWARD, General Solicitor. 

GEORGE W, I, BALL; Assistant to General Solicitor. 

S. B. KINGSTON, General Freight Agent. 



- - - President 

D. M. BOYD, Jr., General Passenger Agent. 

L. P. FARMER, Assistant General Passenger Agent. 

CHARLES R. CLEMENT, General Baggage Agent. 

ROBERT W. DOWNING, Controller. 

HENRY W, GWINNER, Auditor Passenger Receipts. 

MAX RIEBENACK, Ass't Auditor Passenger Receipts. 

GEORGE M. TAYLOR, Auditor Freight Receipts. 

JEFFERSON JUSTICE, Ass'tAudltor Freight Receipts. 

THOMAS R. DAVIS, Auditor Disbursements. 

RICHARD J. HUGHES, Ass't Auditor Disbursements. 

W. HASELL WILSON, Consulting Engineer. 

ENOCH LEWIS, Purchasing Agent. 

JOSEPH M.WILSON, Engineer Brldgesand Buildings. 

WILLIAM H. BROWN, Engineer Maintenance of Way. 

I. J. WISTAR, General Superintendent of Canals. 



O RGA KIZATION OF B'lVISIONS. 

OFFICERS OF NEW JERSEY DIVISION: 



F. WOLCOTT JACKSON, General Supt,, Jersey City, N. J 
THEO. N. ELY, Superintendent Motive-Power, Altoona, Pa 
C. S. GAUNTT, Supt, Transportation, Trenton, N. J. 
CHAS. E. PUGH, General Agent, Philadelphia, Pa. 
J 



A. ANDERSON, Superintendent Belvidere Division, Lambertville 
OFFICERS OF PENNSYLVANIA DIVISION: 



WALTER FREEMAN, Gen'l Freight Agent, Philadelphia, Pa. 
H. J. FILLMAN, General Ticket Agent, Philadelphia, Pa. 
GEO. W. BARKER, Supt. New York Div., Jersey City, N. J. 
I. S. BUCKELEW, Supt. Amboy Division, Camden, N. J. 
N. J. 



G. CLINTON GARDNER, Gen'l Superintendent, Altoona, Pa. 
THEO. N. ELY, Superintendent Motive-Power, Altoona, Pa. 
JOHN REILLY, Superintendent Transportation, Altoona, Pa. 
CHAS. E. PUGH, General Agent, Philadelphia, Pa. 
ALEX. W. NUTT, General Freight Agent, Philadelphia. Pa. 
THEO. A. STECHER, Gen'l Ticket Agent, Philadelphia, Pa, 



WM. F. LOCKARD, Supt. Philadelphia Div., Philadelphia, Pa. 
-JAMES McCREA, Supt. Middle Division, Harrisburg, Pa. 
ROBT. PITCAIRN, Supt. Pittsburg Division, Pittsburg, Pa. 
J. McC.CREIGHTON, Supt. West. Pa. Div., Blairsville, Pa. 
S. S. BLAIR, Superintendent Tyrone Division. Tyrone, Pa. 
P. F. SMITH, Supt. Lewistown Division, Lewistown, Pa, 



SUTHERLAND M. PREVOST, Superintendent Bedford Division, Bedford, Pa. 
OFFICERS OF PHILADELPHIA AND ERIE DIVISION: 

WM. A. BALDWIN, General Supt., Williamsport. Pa. THOS. GUCKER, Supt. Eastern Division, Williamsport, Pa. 



HOWARD FRY, Supt. Motive-Power, Williamsport, Pa. 
DEACON C. HOUGH, Gen'l Freight Agent, Williamsport, Pa. 
E. 5. HARRAR, General Ticket Agent, Williamsport, Pa. 



E. B, WESTF ALL, Supt. D.. H. and W. R. R.. Sunbury, Pa 
EDMUND L, TYLER, Supt. Middle Division, Renovo, Pa. 
J. W. REYNOLDS, Supt. Western Division, Erie, Pa. 



(249) 



MILEAGE OF ROADS. 



251 



201.3 



131.6 



MILEAGE OF ROADS OWNED AND OPER- 
ATED P,V THE PENNSYLVANIA RAIL- 
ROAD COMPANY. 

Pennsylvania System. 



Philadelphia Division. 

Mili-S. 

Philadelphia to Harrisbiirg, 105.3 

Delaware Extension, 9.8 

Downingtown to Waynesburg, .... 1 8.0 

Pomeroy to Delaware City, 38.7 

DillerviUe Intersection to Columbia 

Branch Intersection, 29.5 

Middle Division. 
Harrisburg to Altoona 

Pi/tsburg Division. 

Altoona to Pittsburg, I16.7 

Altoona to Henrietta 27.6 

Y Switches to Newry, 3.0 

Williamsburg Junction to Williamsburg, 13.5 

Springfield Junction to Mines, .... 8.9 

Roaring Springs to Ore Hill, .... 3.0 

Martinsburg Junction to Martinsburg, . 0.7 

Cresson to Ebensburg, 11. o 

Greensburg to Connellsville, 24.3 

Frederick Division. 

Columbia to York, . . • 13.5 

York to Hanover, 18.0 

Hanover to State Line, 9.5 

State Line to Frederick, 28.0 



208.7 



69.0 



Lewistorjon Division. 
Lewistown Junction to Milroy, .... 

Bedford Division. 

Mount Dallas to State Line, 38.7 

Dunning's Creek Junction to Holder- 
baum 10.5 

Tyrone Division. 

Tyrone to Lock Haven, 54.3 

Milesburg to Bellefonte, 2.5 

Tyrone Intersection to Curwinsville, . . 44.0 

Osceola Junction to Houtzdale, .... 6.0 

Dunbar junction to Collieries, ... 1.9 

Philipsburg to Morrisdale, 3.7 



49.2 



1 12.4 



West Pennsylvania Division. 

Blairsville to Allegheny City, .... 63.5 
Blairsville Intersection to Indiana, . . 19.0 
Butler Branch Intersection to Butler, . 21.0 



'03-5 



New Jersey System. 
Ne^u York Division. 

New York to West Philadelphia, . . 
Harsimus Junction to Harsimus Cove, 

Rahway to Perth Amboy, 

New Brunswick to East Millstone, . 
Monmouth Junction to Rocky Hill, . 
Princeton Junction to Princeton, . . 
Holmesburg Junction to Bustleton, . 

Belvidere Division. 

Trenton to Manunka Chunk, . . . 
Somerset Junction to East Millstone, 
Lambertville to P'lemington, .... 



Miles. 
90.0 

• s 

7-9 
S.3 
6.5 

.vO 

4-2 



I 2 1. 4 



67.9 

22.6 
12.0 



Amboy Division. 

New York to Philadelphia, via boat and 

South Amboy, 92.2 

Jamesburg to Monmouth Junction, . . 5.5 

Bordentown to Trenton, 6.1 

Kinkora to New Lisbon, 14.2 

Florence to Foundry, 2.2 

Burlington to Mount Holly, 7.5 

Philadelphia to Hightstown, via Pern- 

berton, 50.8 

Mount Holly to Medford, 6.^ 

Ewansville to Vincentown, 2.8 



102.5 



1S7.8 



Total United Railroads of New Jersey 

Division, 41 1.7 



PHIL.A.DELPHIA AND Erie Railroad System. 
Eastern Division. 

Miles. Miles. 

Sunbury to Renovo, 92.4 

Montandon to Laurelton, 18.6 

III.O 

Middle Division. 
Renovo to Kane, 100.7 

Western Division. 
Kane to Erie -. . . 94.5 

Danville, Nazleton and Wilkesbarre Division. 
Sunbury to Tomhicken 45.2 

Total Philadelphia and Erie Railroad Di- 
vision, 351.4 



Total Pennsylvania Railroad Division, 



SU.MMARV. 



Pennsylvania Railroad Division, . . . . 
L^nited Railroads of New Jersev Division, 
Philadelphia and Erie Railroad Division, 



Miles. 

888.2 
411.7 

351-4 



Total 1,651.3 



252 



THE PENNSYLVANIA RAILROAD. 



MILEAGE OF ROADS CONTROLLED BY 
PENNSYLVANIA RAILROAD COMPANY. 
West Jersey Railroad. Miies. 

Philadelphia to Cape May, 82.2 

Woodbury to Swedesljoro, 10.8 

Glassboro to Bridgeton, 1 9.6 

Palmer to Salem, 16.6 

Total miles, 129.2 

Cumberland Valley Railroad. 

Harri^buri^ to Martinsburt; 94.0 

Dill-sliurg lunction to DiLlsburg, 7.7 

South Pennsylvania function to Richmond, . . 19. 1 

Merceisburg Junction to Mcicersburg, .... 2.3 

Richmond to Ore Mines 1.9 

Jotal miles, 125.0 

Pittsburg, Virginia and Charleston Railroad. 

Pittsburg to Monongahela City 31.0 

Total miles, 31.0 

Allegheny Valley Railroad. 

Pittsburg to Oil City, J 32.0 

Verona Junction to Coal Works, 7.0 

Red Bank to Driftwood, I09.7 

Sligo Junction to Sligo, 10.2 

Total miles, • 258.9 

Oil Creek and Allegheny River Railroad. 

Oil City to Irvineton 50.2 

Oil City to Corry, 45.6 

Titusville to Union, 25.2 

Total miles, 1 21.0 

Buffalo, Corry and Pittsburg Railroad. 

Corry to Brocton, 42.2 

Total miles, 42.2 

Northern Central Railway. 

rialtimore to Sunbury 138.O 

Williamsport to Canandaigua, I47-0 

Relay to West Maryland Junction, 8.5 

Sunbury to Mount Carmel, 26.3 

Total miles, S'Q'S 

Baltimore and Potomac Railroad. 

Baltimore to Washington 42.6 

Bowie to Pope's Creek, 48.7 

Total miles, 91.3 

Alexandria and Fredericksburg Railroad. 

Washington 10 Alexandria 7.1 

Alexandria to Quantico, 27.3 

Total miles, 34.4 

Richmond and Danville Railroad. 

Richmond to Greensboro, 188.9 

Greensboro to Goldsboro, .... .... 129.7 

Greensboro to Charlotte, 9.^-3 

Greensboro to Salem, 28.5 

Manchester to Rockett's Wharf, 1-3 

Total miles 441-7 

Atlanta and Richmond Air-Line Railroad. 

Charlotte to Atlanta, 266.0 

Total miles, 266.0 



MILEAGE OF RAILROADS WEST OF PITTS- 
BURG, CONTROLLED BY THE "PENN- 
SYLVANIA COMPANY." 

Pittsburg, Fort Wayne and Chicago Raiiavay. 

Miles. 

Pittsburg to Chicago, 468.3 

Total miles 468.3 

Cleveland and Pittsburg Railroad. 

Rochester to Cleveland, 124.0 

Yellow Creek to Bellaire 43.3 

Bayard to New Philadelphia, 32.3 

Total miles, 199.6 

New Castle and Beaver Valley Railroad. 

Homewood to New Castle, 14.9 

Total miles, 14.9 

Erie and Pittsburg Railroad. 

New Castle to Girard 82.5 

Total miles, 82.5 

Lawrence Railroad. 

Lawrence Junction to Youngsto\\n 17.4 

Total miles, 17.4 

Ashtabula,Youngstown and Pittsburg Railroad 

Youngstown to Lake Erie Harbor, 63.5 

Total miles, 63.5 

Mansfield, Coldwatkr and Lake Michigan 
Railroad. 

Toledo Junction to Fostoria, 49.7 

Mom eith Junction to Allegan 1 1.5 

Total miles 61.2 

Toledo, Tiffin and Eastern Railroad. 

Tiffin to Toledo ^4 

Total miles, 42.4 

Cleveland. Mt. Vernon and Columbus Railroad. 

Hudson to Columbus, . 145.0 

Clinton to MassiUon 12.5 

Total miles, 157.5 

Jeffersonville, Madison and Indianapolis 
Railroad. 

Indianapolis to Louisville 1 10.0 

Columbus to Cambridge City, 65.0 

Columbus to Madison, 45.0 

Jeffersonville to New Albany 60 

Total miles 226.0 

Indianapolis and Vincennes Railroad. 

Indianapolis to Vincennes, 117° 

Total miles, 117,0 

Indianapolis and St. Louis Railroad. * 

Indianapolis to Terre Plaute 7'-7 

Terre Haute to St. Louis 189.3 

Alton Junction to Alton, 4-1 

Total miles 265.1 

Total miles of railway controlled by the 

" Pennsylvania Company," l.7'S-4 

* With the lease of the Pittsburg. Fort W.-iyne niid Chicnco 
Railw.-iy thtre was conveyed .i contr.ncl with the Incli.nn.npolis 
and ?t Lonis Railroad, hv M'hich the Pennsylvania Railroad 
Company acquired one-half interest in this line. 



MILEAGE OF ROADS— BRIDGES— CANALS. 



253 



MILEAGE OF RAILROADS WEST OF PITTS- 
BURG, CONTROLLED BY THE PITTSBURG, 
CINCINNATI AND ST. LOUIS RAILWAY 
COMPANY. 

Pittsburg, Cincinnati and St. Louis Railway. 

Miles. 

Pittsburg to Columbus, 193.0 

Cadiz Juiictioii to C.idiz, 8.1 

Tot.lI miles, 201.1 

Ciiartiers Railway. 

Mansfield to Washington, 22.8 

Total miles 22.8 

Cixcinn.vti and Muskingum Valley Railway. 

Dresden Junction to Morrow 148.4 

Total miles '48.4 

Little Miajii Railroad. 

Columbus to Cincinnati, 1 19-4 

Xenia to Springfield 19.3 

Xenia to Richmond 57.4 

Total miles, 196. i 



CoLU.MBUs, Chicago and Indiana Central Rail- 
way. 

Columbus to Indianapolis, 1S7.7 

Richmond to .Anoka, 102.7 

Bradford Junction to Chicago, 230.9 

Loganspoit to State Line, 61.0 

Total miles, 582.3 

Total miles of railway controlled by the Pitts 
burg, Cincinnati and St. Louis Railway 
Company 1,150.7 



ST. LOUIS. VANDALIA. TERRE HAUTE 
AND INDIANAPOLIS RAILROAD. 

Miles. 
Indianapolis to St. Louis, 238.0 

Total miles 238.0 



Recapitulation. 

Milos. 

Pennsylvania Railroad and branches, . . . 1,651.3 

West Jersey Railroad, ........ 129.2 

Cumberland Valley Railroad, 125.0 

Pittsburg, Virginia and Charleston Railioad, 31.0 

Allegheny Valley Railroad 258.9 

Oil Creek and Allegheny River Railroad, . 121. o 

Buffalo, Cony and Pittsburg Railroad, . . 42.2 

Norlhern Central Railway, 319.8 

Baltimore and Potomac Railroad, .... 91.3 

Alexandria and Fredericksburg Railroad, . 34.4 

Richmond and Danville Railroad 44>.7 

Atlanta and Richmond Air-Line Railroad, . 266.0 

Pennsylvania ComjDauy 1,715.4 

Pittsburg, Cincinnati and St. Louis Railway, 1,150.7 
St. Louis, Vandalia, Terre Haute and In- 
dianapolis Railroad, 23S.0 

Total miles of railroad owned, operated, or 
controlled by the Pennsylvania Railroad 

Company 6,615.9 



BRIDGES. 

The Newport and Cincinnati bridge, crossing 
the Ohio river at Cincinnati, and ftn-nishing railway 
connection between the roads north and south of that 
river converging at Cincinnati, and also giving a 
common road connection between the cities which 
give it its name. 

The Jefifersonville and Louisville bridge and the 
track (one mile long) connecting the bridge (five 
thousand two hundred and ninety-four feet long) 
with the Louisville and Nashville Railroad station 
at Louisville. 

CANALS. 
Pennsylvania Canal. 

Miles. 

Columbia to Wilkesbarre, 151 

Clark's Ferry to Petersburg, 95 

Northumberland to Flemington, 68 

Clark's Ferry to Millersburg, 13 

Slack-water, 11 

Total miles, 33S 

New Jersey Canal. 

Bordentown to New Brunswick, .... 44 

Navigable feeder, 23 

- ^ 

Aggregate miles of canals, 405 



254 



THE PENNSYLVANIA RAILROAD. 



REVISED GENERAL ACCOUNT OF THE PENNSYLVANIA RAILROAD COMPANY. 



Presented by a committee of stockholders, at a 
special meeting of the stockholders, held in Phila- 
delphia, October 2d, 1S74. 

Dr. 

To capital stock, full 

paid $67,056,750 00 

To capital stock, part 

paid 1.087,725 00 

Total amount of 

capital paid in, $68,144,475 00 

To first mortgage 

bonds, due 1880, . $4,970,000 00 
To second mortgage 

bonds, due 1875, . 4,865,840 00 

To general mortgage 

bonds, due 1910, . 19,558,76000 

To consolidated 
mortgage bonds, 
due 1905, . . . 8,245,000 00 

To lien of the State 
upon the public 
works between 
Philadelphia and 
Pittsburg, bearing 
five per cent, in- 
terest, payable in 
annual install- 
ments of $460,000, 
applicable first to 
the interest and 
the remainder to 
principal, the orig- 
inal amount of 
which was $7,- 
500,000, .... 5,401,675 41 

To mortgages and 
ground-rents at six 
per cent, remain- 
ing on real estate 
purchased, . . . 104,509 32 

43,145.784 73 

To bills payable, . $2,470,963 90 

To acceptances given 
to other compa- 
nies, 2,140,833 34 



4,611,797 24 

To accounts payable, including 
freight and passenger balances due 
to other roads, pay-rolls and vouch- 
ers for December, 1873, paid in 
January, 1874; also, dividends 
unpaid and dividend scrip out- 
standing, 11,658,791 12 

To balance to credit of profit and 

loss, 50,810,930 oS 



Cr. 

By road bed and 

track and bridges, $45,164,223 00 
By real estate and 

buildings, . . . 27,865,240 00 
By machinery and 

tools, 1,270,420 00 

By rolling stock, . . 20,098,600 80 



^94,398,483 80 



By amount of bonds 
of railroads and 
other corporations, $22,045,575 00 

By amount of capital 
stock of railroads 
and other corpora- 
tions 27,665,512 00 



Total value of 
bonds and stock 
belonging to the 
company, . . . 49,711,087 00 

By amount of fuel and material on 
hand for repairs to locomotives, 
cars, and maintenance of way for 
the Pennsylvania Railroad, United 
New Jersey Railroad and Canal, 
and the PhiLailelphia and Erie 
Railroad 4,945,650 67 

By amount of bills and accounts re- 
ceivable and amount due from other 
roads, including amount due from 
the Philadelphia and Erie Railroad 
Company and from the United 
New Jersey Railroad and Canal 
Companies for permanent improve- 
ments, as well as for expenditures 
on the Harsimus Cove property at 
Jersey City, also, for purchase 
of anthracite coal properties and 
advances made to railroad corpora- 
tions, including purchase of equip- 
ment in use on some of these lines, 23,945,107 44 
By appraised value of suspense ac- 
count, 1,000,000 00 

By balance in hands of agents, . . 2,058,862 05 

By balance in hands of treasurer, . 2,312,587 21 



S'78,371,778 17 



The above account shows total assets 

of the company amounting to . $178,371,778 17 

The bonded debt and all other lia- 
bilities other than to stockholders, 59,416,373 09 



S>78-37i,778 17 



$118,955,405 08 
The amount of capital stock issued, 68,144,475 00 

Leaving surplus value to credit of 

profit and loss $50,810,930 oS 



APPENDIX. 



I.— CLASSIFICATION OF LOCOMOTIVE ENGINES. 



Class A. — Standard passenger engine — seventeen- 
inch by twenty-four inch cylinders, sixty-six incli 
drivers. 

Class B. — Momitain passenger helper — a modifi- 
cation of class A, being in all respects like it, with the 
exception of the cylinders, which are eighteen inches 
by twenty-four inches, the drivers, which are sixty 
inches in diameter, and the boiler, which is larger. 

Class C. — Used for local and fast freight and for 
passenger engine. Another modification of class A, 
differing only in the diameter of the drivers, which 
are sixty inches, and the boiler, which is larger. 

Class D. — Standard ten-wheel freight engine — 
eighteen-inch by twenty-two inch cylinders, and fiflv- 
four inch drivers. 

Class E. — Mountain ten wheel freight engine — a 
modification of class D, diftering only in the drivers, 
which are forty-eight inches in diameter, and the 
boiler, which is larger. 

Class F. — Standard six-wheel shifting-engine — 
fifteen-inch by eighteen-inch cylinders, with forty-four 
inch drivers. 



Class G. — Standard light passenger or ballast en- 
gine — fifteen-inch by twenty-two inch cylinders, with 
fifty-five inch drivers. 

Class H. — Standard six-wheel shifting-engine, 
with tender — fifteen-inch by twenty-two inch cylin- 
ders, with forty-four inch drivers. 

The "A," " B," and " C " are first-class eight-wheel 
passenger locomotives, substantially identical in de- 
tails, and varying only so far as is necessary to adapt 
them to their work. 

The " D " and " E " are the leading freight en- 
gines, — the " D " used on the level and moderately 
hilly portions of the road, the "E" on the moun- 
tains. These engines are ten-wheelers, and differ 
only in some of their leading dimensions, the details 
being almost identical. 

The '• F" and " H " are six-wheeled shifting and 
distributing engines, — the former with a tank on the 
boiler, the latter with an eight-wheeled tender. 

The " G " is a rather small eight-wheeled engine, 
used for miscellaneous purposes. 



II.— RULES OF THE TRANSPORTATION DEPARTMENT. 



General Rules. — l. The rules and regulations, 
special orders, and official directions issued from time 
to time by the transportation department of the Penn- 
sylvania Railroad Company, being designed for the 
security of the lives of passengers and of property 
intrusted to the company for transportation as well 
as for the security of employes engaged therein, and 
for the proper care and oversight of the property 
and interests of the company intrusted to this depart- 
ment of the service, every employ^ is expected, and 
will be required, to yield a willing and cheerful obedi- 
ence thereto. When an individual enters or remains 
in the service of the company, it will be considered 
as in itself an expression of willingness to do so. 

2. Every head of a department should keep him- 
self perfectly conversant with the rules and regula- 
tions, supply copies of tliem to his subordinates, 
explain them when it may be necessary to do so, see 
that they are properly understood, enforce obedience 
to them, and report to the proper officer all viola- 
tions of them coming under his notice, as well as the 
action taken upon such violations. 

3. Ignorance will not be accepted as an excuse for 
neglect or omission of duty. If not supplied with 
the rules and regulations, employes must ap]>ly for 
them to the division superintendent, or to the head 
of their sub-department. If in doubt in regard to 
the true meaning of any rule, regulation, order, or 



special direction, they must take an early oppor- 
tunity to obtain a full explanation from the proper 
source. 

4. Employes of the company will not be permitted 
to absent themselves from the duties of their post, 
without the consent of the head of the department or 
sub-department to which they may be attached. 

5. Employes of every grade will be considered in 
the line of promotion, dependent upon the faithful 
discharge of duty, qualifications, and capacity for 
assuming increased responsibilities. 

6. The regular compensation of employes covers 
all risk or liability to accident. 

7. If an employ^ is disabled by sickness or any 
other cause, the right to claim compensation is not 
recognized. Allowances, when made in such cases, 
will be as a gratuity, justified by the circumstances 
of the case and previous good conduct. 

S. Disobedience of orders, violation of rules, or 
neglect of duty, will always be considered a sufficient 
cause for dismissal from the service of the company; 
but fines or suspension from duty may be substituted, 
with the approval of the general superintendent. 
Fines thus imposed will not be taken as a source of 
revenue to the company, but will be held in trust, by 
the general superintendent. fi)r the benefit of those 
who are faithful in the discharge of duty, and will 
be used to assist them in defraying expenses arising 



(255' 



256 



THE PENNSYLVANIA RAILROAD. 



from unavoidable accidents or sickness, and for other 
charitable purposes. 

9. Every employe when on duly connected with 
the trains of the Pennsylvania Railroad Company, 
while on any division ol the road, will be under the 
authority and conform to the ordeis of the superin- 
tendent of that division. 

10. Depot-masters and their assistants, baggage 
agents, passenger conductors, baggage-masters, and 
brakemen, when on duty, must be distinguished 
by suitable badges, conspicuously displayed. 

11. .All employes intrusted with switch-keys, and 
keys of passenger or freight cars, are retiuired to give 
receipts for them to the division superintendent, and 
are not permitted to let them go out of their po.ssession. 

12. Strict propriety of conduct, and the avoidance 
of profane or indecent language in the presence 
of passengers, and in the transaction of business with 
others, and with one another, is required. 

13. Smoking in or about the shops, or while on 
duty at the depots, or on the passenger engines and 
trains, is prohibited. 

14. The use of intoxicating drinks wiile on duty 
is prohibited. Persons known to be in the habitual 
use of them will not be retained in the service. 

15. Any employe noticing a disobedience or neglect 
of rule is required to report it to the proper officer. 

16. No employe is allowed to use the credit of 
the company except those duly authorized by the gen- 
eral manager. 

17. Agents in charge of the United States mails, 
messengers of express companies, sleeping-car con- 
ductors and porters, news agents, and individuals in 
charge of private cars, while with the trains of the 
Pennsylvania Railroad Company, must consider 
themselves employes of the Pennsylvania Railroad 
Company, in all matters connected with the move- 
ment and government of the trains, and must conform 
to the directions of the conductors thereof. 



SlGN.\LS. — 18. Conductors, enginemen, firemen, 
brakemen, station-agents, telegraph-operators, fore- 
men of road repairs, switchmen, road and bridge 
watchmen, and all other employes having to make 
signals, are retjuired to provide themselves with 
them, keep them on hand in good order, and always 
ready for immediate use. 

19. Red signilies danger, .and is a signal to stop. 

20. Green signifies caution, and is a signal to go 
slowly. 

21. White signifies safety, and is a signal to go on. 

22. Green and white is a signal to be used to stop 
trains at flag stations. 

23. Blue is a signal to bo used by car inspectors. 

24. Flags of the proper color must be used by day 
and lamps of the proper color must be used at night 
or in foggy weather. Red flags or red lanterns must 
never be used as caution signals, they always signify 
danger — stop. 

25. A lantern swung across the track, a flag, hat, 
or any object waved violently by any person on the 
track, signifies danger, and is a signal to stop. 

26. .An exploding cap or torpedo clamped to the 
top of the rail is an extra danger signal, to be used, 
in addition to the regular signals, at night, in foggy 
weather, and in cases of accident or emergency, 



when other signals cannot be distinctly seen or 
relied upon. The explosion of one of these signals 
is a warning to stop the train immediately, and the 
explosion of two of these signals is a warning to 
check the speed of the train immediately, and look 
out for the regular danger signal. 

27. A fusee is an extra caution signal, to be lighted 
and thrown on the track at frequent intervals, by the 
flagman of passenger trains at night, whenever the 
train is not making schedule speed between telegraph 
stations. A train finding a fusee burning upon the 
track must come to a full stop, and not proceed until 
it is burned out. 



Train Signals. — 28. All trains are designated as 
regular cr extra. Regular trains are those repre- 
sented on the time table. Extra trains are those not 
represented on the time table, but running under 
special orders, and work trains running as per rule 
No. 109. 

29. Each train, or engine without a train, while 
running after sunset, or during the day in foggy 
weather, must display the white head-light in front 
of the engine, and two red lights in the re.ar of the 
train or engine, except shifting-engines in yards, which 
will display two green lights instead of red. 

30. Each passenger train while running must have 
a bell-cord attached to the signal-bell of the engine, 
passing through or over the entire length, and secured 
to the rear end of the train. 

31. Each passenger train while running must dis- 
play one green flag at the rear by day, and two green 
lights, one on each side of the rear car, at night, as 
markei"s, to enable operators and enginemen to know 
that the whole of the train is attached to the engine. 

32. Each freight train while running must display 
two green flags by day and two green lights at night, 
one on each side of the rear car, as markers, to 
enable operators and trainmen toknow that the whole 
of the train is attached to the engine. 

^^. Two green flags by day, and two green lights 
at night, carried in front of an engine, denote that 
the engine or train is followed by another engine or 
train running on the same schedule. The engine or 
train thus signaled will be entitled to the same 
schedule rights and privileges as the engine or train 
carrying the signal. 

34. Two white flags by day and two white lights at 
night, carried in front of an engine, denote that the 
engine or train is extra. These signals shall always 
be displayed by all work and extra trains or engines, 
except when running as a regular train. 

35. A blue flag by day and a blue light at night, 
placed in the drawhead, or on the platform or step 
of a car, at the end of a train standing on main track 
or sidings, denotes that car-repairmen are at work 
underneath the cars. The car or train thus protected 
shall not be coupled to or moved until the blue 
signal is removed by the car-repairmen. 



Enginf.men's Signals. (By IV/iis/le.) — 3O. One 
short blast of the whistle is a signal to ajiply the 
brakes — stop. (Thus -.) 

37. Two long blasts of the whistle is a signal to 
throw off the brakes. (Thus — — .) 



APPENDIX. 



257 



38. Two short blasts of the whistle when running 
is an answer to signal of conductor to stop at next 
station. (Thus — .) 

39. Three short Masts of the whistle when stand- 
ing is a signal th.at the engine or train will back. 
(Thus .) 

40. Three short blasts of the whistle when running 
is a signal to be given by passenger trains, when 
cariying signals for a following train, to call the atten- 
tion of trains they pass to the signals. (Thus . ) 

41. Four long blasts of the whistle is a signal to 
call in the flagman or signalman. (Thus .) 

42. Four short blasts of the whistle is the engine- 
man's call for signals. (Thus . ) 

43. Two long ft)llowed by two short blasts of the 
whistle when running is a signal for approaching a 
road crossing at grade. ( Thus .) 

44. Five short blasts of the whistle is a signal to 
the flagman to go back and protect the rear of the 
train. (Thus — .) 

45. A succession of short blasts of the whistle is 
an alarm for cattle, and calls the attention of train- 
men to danger ahead. 

46. .\ bl.ast of the whistle of five seconds' duration 
is a signal for approaching stations, railroad crossings, 
and draw-bridges. 



Conductors' Signals. (By Bell-coril.) — 47. One 
tap of the signal-bell, when the engine is standing, 
is a notice to start. 

48. Two taps of the signal-bell, when the engine is 
standing, is a notice to call in the flagman. 

49. Two taps of the signal-bell, when the engine is 
running, is a notice to stop at once. 

50. Three taps of the signal-bell, when the engine 
is standing, is a notice to back the train. 

51. Three taps of the signal-bell, when the engine 
is running, is a notice to stop at the next station. 



Signals by Lamp. — 52. A lamp swung across the 
track is a signal to stop. 

53. A lamp raised and lowered vertically is a signal 
to move ahead. 

54. A lamp swung in a circle is a signal to move 
back. 



General Regulations governing the use of 
Signals. — 55. Unnecessary sounding the whistle is 
positively prohibited, as its excessive use impairs its 
value as a signal of danger. 

56. When shifting in yards and at stations, the 
engine-bell should be rung, and the whistle must only 
be used in cases of absolute necessity. 

57. The whistle must not be sounded while p.iss- 
ing a passenger train, except in cases of emergency 
or danger. 

58. The engine-bell must always be rung before 
starting an engine or train. 

59. When passing or meeting trains on double track 
or sidings, and passing through tunnels, or through 
the streets of boroughs and cities, the engine-bell 
must be rung. 



60. The engine-bell must be rung from a point 
one-quarter of a mile from every road crossing, until 
the road cro.ssing is passed, and the whistle must be 
sounded at all road crossings at grade, where 
whistling-posts are placed. 

61. All e.xtra trains must be protected with danger 
signals when standing, and the whistle should be 
sounded frequently while in motion. 

62. .'VII enginemen will note when trains running 
on the opposite track are following too closely, and 
signal them accordingly. 

63. When one tap of the signal-bell is heard, 
while the train is running, enginemen will regard it 
as a warning that the train has parted, and will 
immediately look back and ascertain if such is the 
case. -Should the signal be given from some other 
cause, they will govern themselves as circumstances 
may reipiire. 

64. When two or more engines are coupled in a 
train canying signals for a following train, each 
engine shall carry the signals. 

65. When one flag or light is carried in front of an 
engine it shall be regarded the same as if two were 
displayed; but enginemen and firemen will be held 
responsible for the proper display of all signals re- 
quired by the rules. 

66. No train or engine standing on a siding shall 
display red signals so as to appear as a danger signal 
to trains running on the main track. When trains 
turn out, on either single or double track, to allow 
trains running in the same direction to pass, the red 
lights must lie removed or covered as soon as the track 
is clear for the following train, but they must be dis- 
played before leaving the siding or crossing back to 
the opposite track. 

67. The combined green and white signal is to be 
used only to stop trains at the flag stations designated 
on the time table. When it is necessary to stop a 
through train at a point that is not a flag station for 
that train, a red signal must be used. 

68. Switch signals will be arranged so as to show 
white w'hen the switch is set for the main track, and 
red when set for the siding, crossing, or junction. 

69. Trainmen are required to use all signals strictly 
in accordance with the rules, and they are specially 
directed to he always on the lookout for the signals 
carried by other trains. 



Train Rules. — 70. All trains in either direction, 
when running on double track, will invariably keep 
to the right. 

71. All trains will be classified on the time table in 
the order of their preference, h. train of an inferior 
class must, in all cases, keep out of the way of a 
train of n superior class. 

72. When running on single track, all trains in one 
direction (to be specified on the time table) will have 
the absolute right of track over trains of the same 01 
inferior class running in the opposite direction. 
Trains not having right of track will keep entirely 
out of the w.ay of trains of the same or superior class 
running in the opposite direction. 

73. When two trains of the same class meet on 
single track, the train not having right of track 
must take the siding (except when it cannot enter 
without backing) and be clear of main track before 
the leaving time of the opposing train. 



258 



THE PEXXSVLVANIA RAILROAD. 



74. In cases when a passenger train of an inferior 
class meets a passenger train of a superior class on 
single track, the train of inferior class must take the 
siding and clear the time of the opposing train five 
minutes. 

75. In cases when a freight train of an inferior 
class meets a freight train of a superior class on single 
track, the train of inferior class must take the siding 
and clear the time of the opposing train five minutes. 

76. In cases when a freight train meets a passenger 
train on single track, the freight train must take the 
siding and clear the passenger train ten minutes. 

77. A train of an inferior class running ahead of a 
train of a superior class must keep twenty minutes 
off the time of the train of superior class following it. 

78. Extra trains or engines must keep twenty min- 
utes off the time of passenger trains, and ten minutes 
off the time of freight trains. 

79- A passenger train must not leave a station 
expecting to meet or to be passed at the next station 
by a train having the right of track, -unless it has 
full schedule time to make the meeting or passing 
point. 

A freight train must not leave a station expecting 
to meet or to be passed at the next station by a train 
having the right of track, unless it can make the 
meeting or passing point without exceeding its maxi- 
mum speed, take the siding, and be clear of main 
track before the time required by rule to clear the 
opposing or following train. 

80. It must be distinctly understood th.at a train 
not having right of track must be entirely clear of the 
main track before the time it is required by rule to 
clear an opposing train, or a train running in the 
same direction; if from any cause it should fail to 
do so, a flagman must be sent out immediately to 
protect the train, as per rule No. 86. 

81. When two or more passenger trains of the 
same class are running in the same direction, they 
must keep not less than fifteen minutes apart. 

82. A passenger train of an inferior class must not 
leave a station to follow a passenger train of a 
superior class until ten minutes after the departure of 
the passenger train of superior class. 

83. -A freight train, or extra train or engine, must 
not leave a station to follow a passenger train until 
ten minutes after the departure of the passenger train. 

84. Freight trains following each other must be 
kept not less than five minutes apart, except in closing 
up at stations or passing-places. 

85. When a passenger train is delayed at any of 
its regular stops more than five minutes, the flag- 
man shall go back with danger signals to protect 
his train, in accordance with rule No. 86; and 
should a passenger train stop at any unusual point on 
the road, the flagman shall go back immediately and 
be governed by the same rule. 

When a freight train stops at its regular stopping- 
places, where the rear of the train can be plainly seen 
Ijy a following train at a distance of at least one-half 
mile, the flagman shall go back with danger signals 
not less than one hundred yards, and as much farther 
as may be necessary, to insure stopping the following 
train ; but if the rear of his train cannot be plainly 
seen at a distance of at least one-half mile, or if it 
stops at any point that is not its regular stopping- 
place, the flagman must go back not less than six 
hundred yards, — always bearing in mind that if from 



any cause his train should be detained so as to come 
within twenty minutes of the time of a passenger 
train following, he must be governed strictly by rule 
No. 86. 

When it is necessary to cross over to the opposite 
track, or to jjrotect the front of the train from any 
cause, the same precautions shall be observed by the 
fireman ; but if the fireman is unable to leave the 
engine, the front brakeman shall be sent in his place. 

86. When an accident occurs to a train, or if by 
any other cause the road is obstructed, the flagman 
shall immediately go back with danger signals to 
stop any train or engine which may be following. 
At a point six hundred yards from the rear of his 
train he shall place one explosive cap on the rail ; he 
shall then continue to go back at least twelve hun- 
dred yards from the rear of his train, and place two 
explosive caps on the rail three yards apart, when he 
may return to a point nine hundred yards from the 
rear of his train, and he must remain there until re- 
called by the whistle of his engine ; but if a passenger 
train is due he must remain until it arrives. When 
recalled he will remove the explosive cap nearest to 
the train, but the two explosive caps must be left on 
the rail as a caution signal to any following train. 

If the accident occur upon single track, or if on 
double track, and both tracks are obstructed, the fire- 
man shall go forward a like distance, and use the 
same jirecautions to protect the train from any train 
coming in an opposite direction. The conductor as 
well as the engineman is required to know that the 
fireman performs this duty, and if from any cause 
the fireman is unable to go forward promptly, the front 
brakeman shall be sent in his place. 

87. When it becomes necessary for the flagman to 
go back to protect the rear of his train, the next brake- 
man shall immediately take the flagman's position on 
the train, and remain there until relieved by the flag- 
man, and on passenger trains the baggage-master 
shall take the place of the front brakeman whenever 
necessary. 

Conductors are required to strictly enforce this rule. 

88. When a freight train crosses over to the op- 
posite track to allow a passenger train running in the 
same direction to pass it, and, while waiting, a pas- 
senger train in the opposite direction arrives, the 
freight train may cross back and allow it to pass : pro- 
vided, the other passenger train is not in sight; and 
also provided, that a flagman has been sent with 
danger signals, as per rule No. 86, not less than twelve 
hundred yards in the direction of the expected train. 

89. When it is necessary for a freight train to cross 
over to the opposite track to allow a passenger train 
running in the same direction to pass it, and a pas- 
senger train running in the opposite direction is due, 
a flagman must be sent back with danger signals, as 
per rule No. 86, not less than twelve hundred yards 
in the direction of the following train, and the freii'ht 
train will not cross over until one of the passenger 
trains arrives. Should the following passenger train 
arrive first, a signalman must be sent forward on the 
opposite track with danger signals, as per rule No. 86, 
not less than twelve hundred yards in the direction 
of the overdue passenger train, before crossing over. 
Great caution must be used and good judgment is 
required to prevent detention to either passenger train. 
The preference should always be given to the pas- 
senger train of superior class. 



APPENDIX. 



259 



90. If a train should break while in motion, great 
care is required on llie part of trainmen to prevent 
tlie detached parts from coming into violent contact. 
Enginemen must keep the front part of the train in 
motion until the detached portion is stopped. 

91. In case a train parts, the front portion will 
have the right to go back, regardless of all trains, to 
recover the lost portion, first sending a signalman, 
with danger signals, nine hundred yards in advance, 
and running with great caution, at a speed not 
exceeding f(jur miles per hour, and on single track, 
taking all the precautions required by rule to protect 
itself against opposing trains. The lost portion must 
not be moved or passed around until the front portion 
comes back. This rule applies to trains of evei^ class. 

92. If an obstruction or accident make it necessaiy 
to move an engine or train in the wrong direction 
on double track, or to cross over to the opposite track 
to pass around such obstruction, obstructed trains 
may do so, but the utmost caution must be used. 
The conductor of the obstructed train, (or, in his 
absence, the engineman. | before the engine is moved, 
will send a signalman, with danger signals, not less 
than one mile in advance, in the direction in which 
the train is to be backed or moved. The train or 
engine thus moved must only be backed or run to 
the next crossing, and while moving, the engineman 
will frequently sound his whistle, and not exceed a 
speed of four miles per hour, to enable the signalman 
to keep the required distance in advance. Freight 
trains must in all cases clear the time of passenger 
trains twenty minutes. 

93. When a train is run backward, (except when 
shifting and making up trains in yards,) the conductor 
must station himself on the top of the rear car, or 
in a position so conspicuous as to perceive the first 
sign of danger, and give immediate signal to the 
engineman. 

94. A train becoming delayed and falling back on 
the time of another train of the same class does not 
lose its own rights, and will not lake the time or 
assume the rights of another train, without written 
orders from the division superintendent. 

95. A train overtaking another train of the same 
or superior class will not run around it, except the 
train ahead is disabled from accident ; in this case the 
train passing the disabled train will assume its rights 
and report to the division superintendent from the 
next telegraph office. 

The disabled train will assume the rights of the 
last train passing it, and report to the division super- 
intendent from the next telegraph office. 

96. All special orders for the movement of trains 
must be given in writing, addressed to the conductor 
and engineman, and signed liy the division superin- 
tendent. If sent by telegraph, the operator receiving 
the order must immediately enter it in the order- 
book and repeat it back. When the division super- 
intendent responds that the order is "O. K.," he will 
prepare two copies, and deliver one to the conductor 
and one to the engineman. They must compare 
their copies with the original order in the book, which 
they must sign, and must not leave the office until 
the operator repeats their sign.atures to the division 
superintendent, and he replies that the order is cor- 
rect. Train orders must have written on them " cor- 
rect," — the name of the operator, the office, the date, 
and the time they were made '* correct." 



Conductors and enginemen must not run on any 
order that has not been made " correct," (after they 
have signed for it,) or that has been erased or 
altered in any way, or that they do not fully under- 
stand . 

97. All messages respecting the movement of 
trains, or the condition of track or bridges, must be 
sent in writing, to avoid the possibility of miscon- 
struction. 

9S. Trains shall be run uniformly and steadily be- 
tween stations, and delayed as little as possible for 
fuel and water, and for the transaction of business at 
stations. 

When approaching stations and sidings, engine- 
men must observe that the switches are set right, 
and always look out for signals. 

When following other trains on the same schedule, 
they must keep a sharp lookout for the train imme- 
diately preceding them, especially when running 
around curves and closing in at stations. 

99. Trains approaching stations on double track 
where a passenger ti'ain may be standing, receiving 
or discharging passengers, must be stopped before 
reacliing the passenger train, and not go forward 
until the passenger train moves on, or signal is given 
to come on. 

100. All trains of the same class must stop at sched- 
ule meeting-places on single track, unless the switches 
are plainly seen to be right, and the track clear. 
The point at which trains should stop is the switch 
used by opposing trains to go in on sidings. 

When the expected trains are not found at the 
meeting-places designated on the time table, trains 
must approach all sidings prepared to stop until the 
expected train is met and passed. 

1 01. All trains must apjiroach the end of double 
track, all junction switches, and drawliridges at 
reduced speed, and come to a full stop, unless the 
switches or signals are plainly seen to be right. 

102. All trains must come to a full stop at all 
railroad crossings at grade, unless the signal is given 
for clear track, when the speed must not exceed six 
miles per hour. 

103. Passenger trains shall be drawn, not pushed, 
except in case of accident or other emergency. 
When express or freight cars are run with a pas- 
senger train they must be placed next to the engine. 

104. No train shall start without a signal from its 
conductor, and conductors must not give the signal 
until they know that the train is properly coupled. 

105. No engine or train shall carry the signals 
provided for in rule No. 33, without orders from 
the division superintendent, train masters, or yard 
despatchers. 

106. No passenger train shall cany signals for a 
following train without a written order from the divi- 
sion superintendent. 

107. On single track, when an engine or train 
leaves a station (or any point on the road) to which 
it has carried signals for a following train, before the 
following train has arri\'cd there, the engineman 
must notify all regular trains that he meets, and all 
extra trains, until he reaches the next telegraph 
office, when he will report to the division superin- 
tendent that he has taken down the signals. 

loS. No extra train or engine, except work trains, 
shall be sent over the road without a written order 
from the division superintendent. 



260 



THE PENNSYLVANIA RAILROAD. 



109. Work trains have the right to the road, l-ieep- 
ing out of the way of regular trains, as per rules 
Nos. 78 and 83. 

They will always be assigned special limits, and 
must not use track elsewhere without a written 
order from the division superintendent. Conductors 
must report to the division superintendent each morn- 
ing the track they will use during the day, and must 
not run beyond the points designated. After return- 
ing to headquarters at night, they must report to ilie 
division superintendent's office, and not go out on 
the main track until the regular hour next morning, 
without a written order from the division superin- 
tendent. 

no. No person will be permitted to ride on the 
engine or tender without an order from the general or 
division superintendent, or superintendent of motive- 
power, except the engineman, fireman, road foreman 
of engines, train-masters, assistant engineers, and su- 
pervisors in the discharge of their duties on their 
respective divisions, and conductors, in cases of acci- 
dent, or running to a meeting-point. 

111. Passengers shall not be carried on freight or 
work trains. 

112. All accidents, detention of trains, failure in any 
way of the engines, or defects in the road or bridges, 
must be reported to the division superintendent by 
telegraph from the next station. 

113. Conductors of trains must attend to switches 
used by their engines or trains, and they will be 
held responsible for the proper adjustment of the 
switches used by them, except where a regular 
switchman is stationed. 

When there is more than one train to use a switch, 
conductors must not leave the switch open for follow- 
ing trains, unless the conductor of the following train 
is at the switch and takes charge of it. 

114. Conductors and enginemen are required to 
compare time daily with the standard office clock. 

115. The maximum speed given on the time table 
for each class of trains must not be exceeded. 

116. No train shall be started from or pass a station 
before the time given for it on the time table. 

117. Conductors and enginemen are held equally 
responsible for the violation of any of the rules gov- 
erning the safety of their trains, and for taking every 
precaution for the protection of their trains, even if 
not provided for l)y the rules. 

118. In all cases of doubt or uncertainty 
take the safe course and run no risk. 



Rules to be observed in using Middle Sid- 
ings, OR Third Track. — 119. The middle sidings, 
or third track, must be used by trains (in either di- 
rection ) whenever it is necessary to turn out to allow 
trains of a superior class running in the same direc- 
tion to pass them. 

120. A half-way post will be placed in the centre 
of each middle siding ; trains in either direction may 
run to the half-way post at a speed not exceeding six 
miles per hour, but must not run beyond it except 
under the protection of danger signals. 

121. When trains pass the half-way post they must 
run at a speed not exceeding four miles per hour, to 
enable the signalman to keep not less than six hun- 
dred yards in advance of the train. 



122. When two trains meet on a middle siding, the 
train nearest the switch shall be backed, keeping a 
flagman not less than six hundred yards in advance ; 
but when there are crossing-switches in the centre on 
a middle siding, they must be used in all cases when 
the backing of either train from the siding on to the 
main track can be avoided. 

123. .-Vll trains are required to use middle sidings 
with great care. They must invariably run expecting 
to meet an opposing train, whether opposing trains 
are due or not. 



Rules governing the oper.^tion of the Block 
System of Signals. — 124. The stationaiy signal 
displayed at block stations will be red. White signi- 
fies that the block is entirely clear of trains. Green 
signifies that trains are moving on the block. 

125. At block stations, enginemen will be governed 
absolutely by the block signals. They will approach 
all block stations so that the engine can be stopped 
before passing them, unless the signal to proceed is 
displayed, and in the absence of any signal they must 
stop and ascertain the cause. 

126. When stopped l»y the red signal, enginemen 
must not proceed until the proper signal gives them 
the right to do so. 

127. When passenger trains are stopped by the 
block signal at stations where they receive or dis- 
charge passengers, they may run to the platform, and 
in case the block signal cannot be seen by the 
engineman, the conductor may give the order to 
proceed, after receiving the proper signal, 

12S. When running by block signals, rules Nos. 
81, 82, and 83 are annulled. 

129. When it is necessaiy for any engine or train 
to cross over to the opposite track, between block 
stations, enginemen must stop and inform the operator 
at the block station before crossing over. 

130. All trains must display markers, as per rule; 
Nos. 31 and 32. Extra passenger trains will be 
governed by rule No. 31, and all other extra train; 
by rule No. 32. 

131. Operators must report promptly to the next 
block station in the rear, and to the next block station 
in advance, the movement of trains passing their 
stations, but must not report a train until the rear end 
has passed at least one hundred yards beyond the 
block station. 

132. The red signal must be displayed immediately 
after the departure of a passenger train, and not 
raised until it has cleared the main track at or passed 
the next block station. The red signal must be held 
up by hand, and never secured when raised. 

133. When a freight or extra train or engine enters 
the block, a red signal must be displayed for at least 
five minutes, when, if another freight or extra train 
or engine approaches, and the preceding train has 
not passed tlie next block station, they will be allowed 
to pass under a green signal. 

134. Passenger trains must be brought to a full 
stop by the red signal, if a freight or extra train or 
engine is on the block, and so notified before they 
are permitted to pass under the green signal ; but in 
case there is a crossing-switch or siding on the block, 
which the freight or extra train or engine has had 
time to reach, they will not be stopped, but allowed 
to proceed under the green signal. 



APPENDIX. 



261 



135. When freight trains get within forty minutes 
of a passenger train's time, operators will keep them 
only three minutes apart, and when within thirty 
minutes of a passenger train's time, only two minutes 
apart, to enable the freight trains to close in and clear 
the passenger train, according to rule. 

136. When a passenger train overtakes one or more 
freight trains delayed on the main track, and all trains 
arrive close together at a block station where there 
is no crossing, the operator will permit all the trains 
to pass under a green signal; but will notify the pas- 
senger train of the number of freight trains ahead, 
and exact time the last train passed. 

137. If the wires are interrupted when a passenger 
train is on the block, the red signal must be displayed 
and all following trains notilied and permitted to pass 
under the green signal. Should the interruption 
occur when freight trains are on the block, the green 
signal will be given for following trains of the same 
class; but passenger trains must be stopped by the 
red signal, notified of the cause, and permitted to 
proceed under the green signal. 

138. When operators are notified of the intention 
of an engine or train to cross over to the opposite 
track, they will direct the next block station in the 
direction the train or engine is moving to display 
the green signal for opposite track, thus keeping both 
tracks covered by a green signal until the train or 
engine reaches one of the i:)lock stations. 

139. If no markers are displayed at the rear of a 
train or engine, the next block station must be noti- 
fied to stop the train, and the block station in the rear 
must also be notified that the track is Ijlocked, until 
information is received from the conductor at the 
block station in advance that he has all the cars in 
his train. 

140. Operators will be governed by the following 
telegraph signals : — 

"5." Is the track clear? 

"No. I." Track is not clear — hold the train. 

"O. K., 35." Track is clear — let train come on. 

141. Night signals must be displayed from one hour 
before sunset until one hour after sunrise; also, during 
the day in foggy weather. 

142. These rules do not relieve trainmen from 
observing all rules in regard to the protection of 
their trains. 



Rules for Train-masters and Assistants. — 
143. Train-masters and assistant train-masters report 
to and receive their instructions from the division 
superintendent. 

144. They will take charge of the division, or of 
such portion of it as may be assigned to them, in the 
name of the division superintendent, during his ab- 
sence or sickness, and shall perform such other duties 
as he may from time to time direct. 

145. They must exercise a general supervision over 
all employes in the passenger and freight service, 
and are directly responsible for those connected with 
freight trains, and will see th.at the rules and regula- 
tions are fully understood and observed by them. 
They may suspend them for violation of rules or 
neglect of duty. 

146. They must report promptly to the division 
superintendent all failures or neglect on the part of 



employes, and anything that may come under their 
observation that will interfere with the prompt and 
sale working of the road. 

147. They must carry the correct standard time, 
and compare frequently with trainmen, and particu- 
larly observe that they are furnished with all the 
necessary signals, and use them strictly in accordance 
with the rules. 

14S. They must give special attention to the prompt 
movement of freight trains, and see that there is no 
unnecessary delay in doing the work at stations or 
in taking fuel and water. 

149. They must attend to the proper distribution 
of cars for the supply of stations on their divisions, 
and see that all cars are promply loaded and unloaded, 
and forwarded without delaj'. 

150. In case of accident or detention to trains, 
they must proceed at once to the place, direct the 
disposition of the wrecking force, and assist in re- 
moving the obstruction. They will see that every 
precaution is taken to insure the safety of approaching 
trains, and protect all property either in charge of or 
belonging to the company. 



Rules for Depot-masters. — 151. Depot -masters 
report to and receive their instructions from the divi- 
sion superintendent. 

152. They will have charge of the passenger 
depots at the tenninal and other important stations, 
and of the forces employed at those points. They 
must attend to the making up and proper arrange- 
ment of passenger trains, and see that they leave 
promptly on time. 

153. They must make themselves familiar with 
the rules and regulations of the passenger service, 
and with the duty of every employe connected \^■ith 
passenger trains, and shall require the prompt and 
efficient discharge of that duly at their stations. 

154. They must see that the conductors and train- 
men are ready for duty at the time required, and that 
they are provided with all the signals, lamps, and 
other fixtures necessary for the safety and proper 
management of their trains. 

155. They must ]-)reserve order about their stations, 
and prevent confu.sion and delay in seating passengers 
and receiving and delivering baggage. 

156. They must keep the depot and its various 
apartments in proper condition for the comfort and 
convenience of passengers and for the security of 
baggage. 

157. They must give respectful attention to the 
wishes of travelers, and give all infoimation re- 
quested in a polite and satisfactoiy manner. 

158. They will give special attention 10 the deport- 
ment of the trainmen toward passengers, and will 
promptly report to the division siqierinlendent any 
rudeness or incivility that may come under their 
observation. 



Rules for Passenger CoNnucTORs. — 159. Con- 
dtictors of passenger trains report to and receive their 
instructions from the division superintendent. 

160. They are responsible for the safely, regularity, 
and proper care of their trains; for the conduct of 



262 



THE TENNSVLVANIA RAILROAD. 



the men employed thereon; for the heating and 
ventilation of the cars, and for the signals, lamps, 
tools, &c. intrusted to their care. 

l6i. They must malie themselves acquainted 
with the duties of enginemen, baggage-masters, 
bralcemen, express messengers, mail agents, sleep- 
ing-car conductors and porters, and news agents, 
and enforce the rules and regulations applicable to 
them upon their trains, and report to the division 
superintendent all insubordination, neglect of duty, 
or misconduct. 

162. They must report themselves to the depot- 
master for duty, with their trainmen, signals, lamps, 
and other fixtures, in readiness to take charge of their 
trains, at least thirty minutes previous to the schedule 
time for starting, and as much earlier as they may l>e 
required, to assist in the shifting and making up of 
their trains. 

163. They must provide themselves with the time 
table — to which they are required to conform in run- 
ning their trains; with a good reliable watch, regu- 
lated by the standard clock of the company; and 
with a full set of signals, and when running will 
display and use them, in the manner and position 
required by the rules. 

164. They must always compare time with the 
engineman of their train before starting, and know 
that he is provided with the time table and a full set 
of signals. 

165. They must know that the cars in their train 
have been inspected at terminal and other stations 
required, and that the air-brakes are in proper work- 
ing order. 

166. They must see that passengers are properly 
seated, and will not allow them to stand on the plat- 
forms of tlie cars, ride in the baggage, express, or 
mail cars, nor to violate in any way the rules and 
regulations of the company. 

167. They must collect a ticket or fare from each 
passenger, and make reports of the same in the 
manner and form prescribed by the auditor. Any 
passenger refusing to pay fare must be put off the 
train at the next station, without using unnece.ssary 
violence. 

168. They must be respectful and considerate in 
their intercourse with passengers, giving them politely 
any information desired, and use every endeavor to 
contribute to their pleasure and comfort, consistent 
with the rules of the company and the rights of other 
passengers. 

169. They must not permit drunken or disorderly 
persons to get on their trains ; they will maintain good 
order among the passengers, and not allow those in- 
clined to be unruly to indulge in rudeness or pro- 
fanity. 

170. If compelled by accident, or other cause, to 
move at an unusually slow rate of speed, or stop 
their train on the main track, they must take imme- 
diate action to secure their own train and trains 
approaching in either direction against the possibility 
of collision. They must constantly keep in mind that 
nothing will justify a collision between trains, and 
that the prompt use of signals, according to the rules, 
will prevent it. When they have taken every pre- 
caution to insure the safety of their own and ap- 
proaching trains, they will then send intelligence 
from the nearest telegraph station to the division 
superintendent. 



Rules for Passenger Brakemen. — 171. Pas- 
senger brakcmen report to and receive their instruc- 
tions from the division superintendent. While on the 
train they are under the direction of the conductor. 

172. They are charged with the management of 
the brakes, the proper display and use of train sig- 
nals, and the lights, stoves, water and gas fixtures. 

173. They will report for duty to the depot-master, 
at the time appointed, open the doors of the cars, and 
assist the conductor in the proper disposition of the 
passengers, and will aid hint in all things requisite 
to the prompt and safe movement of the train and 
comfort of the passengers. 

174. They will be furnished with a full set of train 
signals, which they must keep in good order and at 
hand ready for immediate use. 

175. They must give special attention to the proper 
heating and ventilation of the cars, keeping a moder- 
ate, unifoim temperature, and see that the air does 
not become impure. 

176. At all stopping-places they will announce the 
name of the station, and the length of the stop, when 
it exceeds two minutes, and also examine the running- 
gear of the cars as often as time will permit. 

177. They must assist the conductor in preserving 
order, and will not permit passengers to stand upon 
the platforms while the train is in motion, nor to vio- 
late any of the other rules of the company. 

178. They must be respectful to all passengers, and 
give polite attention to their wishes, but will avoid 
unnecessary conversation. 

179. When it is necessary to pass through sleeping 
cars, they will do so as quietly as possible, to avoid 
disturbing the passengers. 

180. They are required to stop their trains at sta- 
tions, and control them when descending heavy grades, 
without the whistle signal of the engineman. 

181. When not engaged in other duties, they will 
stand at the door of the car, ready to respond to the 
signal of the engineman; and they must occupy this 
position whether the train is equipped with air-brakes 
or not. 

182. The post of the rear brakeman (or flagman) 
is on the last car in the train, which he must not 
leave while the train is in motion, except to protect 
the train. He must be provided with and display the 
signals at the rear of the train, strictly according to 
rule, and in case of detention or accident must imme- 
diately go back, as directed in rules Nos. 85 and 86, 
without waiting for a signal from the engineman or 
instructions from the conductor. The front brakeman 
is charged with the same duty, when, from any cause, 
the fireman is unable to go forward to protect the 
front end of the train. 

183. In case the train parts on the road, the flag- 
man must immediately apply the brakes and stop the 
cars, and then send forward the most reliable person 
he can command, to make danger signals until the 
front pordon of the train comes back, whde he pro- 
tects the rear of the train, according to rule No. 86. 



Rules for Station Baggage Agents. — 184. 
Station baggage agents report to and receive their 
instructions from the division superintendent. 

185. They will obey all orders issued by the 
general baggage agent, and make reports in the 
manner and form directed by him. 



APPENDIX. 



263 



186. They must receive from passengers all baggage 
to be forwarded, and check and mark it plainly; they 
will deliver it to the baggage-masters of the trains, 
and take charge of all baggage put off trains at their 
stations. 

187. They must handle all baggage carefully, and 
be respectful to passengers, giving them politely any 
information requested. 

188. They must not check any baggage without 
first requiring passengers to exhibit their tickets, in 
order to avoid errors in route or destination. 

1 89. They must charge for all excess in weight 
over the amount of personal baggage allowed each 
passenger, at extra baggage rates. The money received 
for extra baggage must be paid over to the ticket 
agent, and reported as required by the general baggage 
agent. 

igo. They must not receive a corpse for transporta- 
tion unless it is securely enclosed in a box, accom- 
panied with a physician's certificate that it is free 
from contagion, and will require a first class ticket, 
which they will deliver to the baggage-master of the 
train. 

191. They must keep themselves supplied with the 
necessary number of checks, and see that they are 
kept secure from theft or loss ; they will promptly 
return by the first train the checks belonging to other 
stations. 

192. They must forward all claims for lost baggage 
to the general baggage agent, giving full information 
concerning it, and obtain an accurate description of 
the contents and value of the articles lost. 



Rules for BAGG.^GE-M.-iSTERS. — 193. Baggage- 
masters report to and receive their instructions from 
the division superintendent. While on the train they 
are under the direction of the conductor. 

194. They must obey all orders issued by the 
general baggage agent, and make reports in the 
manner and form directed by him. 

195. They must report for duty at the time appointed 
by the depot-masters at terminal stations, and will 
obey their orders. 

196. They are charged with receiving, taking care 
of, and delivering baggage. They must always be 
civil to passengers, and be careful not to injure 
baggage in handling it. 

197. They must check every piece of through or 
way baggage which they receive, and charge for all 
excess over the amount allowed each passenger, at 
extra baggage rates. They will not receive a corpse 
unless it is securely enclosed in a box, accompanied 
with a physician's certificate that it is free from 
contagion, and also a first class ticket, which they 
will hand to the conductor. 

198. They must pay over to the ticket agents at 
terminal stations, at the end of each trip, all money 
collected for extra baggage, and report the same in 
the manner and form prescribed by the general 
baggage agent. 

199. They are not allowed to carry packages, 
money, or other valuables, and are strictly prohibited 
from receiving any perquisite for the transportation 
of baggage or any other article, except such as the 
division superintendent may authorize them to take 
charge of, at fixed rates, for special care and attention. 



200. They are responsible for the safe keeping of 
the checks allotted to them and for any other company 
property intrusted to their care, and will give special 
attention to the prompt delivery of letters addressed 
to officers or agents. 

201. They must not permit any one to ride in the 
haggage car, except mail and express messengers in 
discharge of their duties. 

202. They must apply the brakes promptly, in 
accordance with the signal of the engineman, and 
when necessary will take the place of the front 
brakeman, as per rule No. 87. 

203. They must be particularly careful in the use 
of lamps and stoves, to avoid accidents from fire. 

204. They are not permitted to ride in other cars 
of the train, but must remain in the baggage car 
while on dutv. 



Rules for Yard Dispatchers. — 205. Yard dis- 
patchers report to and receive their instructions from 
the train-master. 

206. They have charge of the yard and sidings at 
stations where trains are made up, the movement of 
trains therein, and of the yard force employed at 
those points. 

207. They are responsible for the expeditious and 
correct dispatch of trains, the prompt movement of 
all cars loaded or unloaded within the limits of the 
yard, and the proper position of the switches. 

208. They must carry out the orders of the train- 
master in regard to the distribution of cars and the 
making up of trains and apportioning them to the 
motive-power furnished. 

209. They must give the necessary directions for 
shifting and placing cars in proper positions in the 
trains, and see that they leave promptly on time. 

210. They must see that the engines, with their 
crews and the conductors and trainmen, are ready for 
duty at the time required, and that both enginemen 
and conductors have the time table and all the 
signals, lamps, and other fixtures required by the 
rules for the safety and proper management of their 
trains. 

211. They must not permit a train to start with an 
engineman, conductor, or brakeman who is unfit for 
duty, nor fail to report the fact at once to the train- 
master. 

212. They must see that conductors are furnished 
with the manifests for cars leaving their stations, and 
that conductors deliver to them all manifests for cars 
coming to their stations; they must see that the 
doors of loaded cars are locked and that the locks 
have not been tampered with, and will examine the 
loading of private cars and see that it corresponds 
with the manifest. 

213. They must see that the yard is kept in good 
order, that cars passing are properly inspected, and 
that cars requiring repairs are sent to the shop. 

214. They must see that the yard clerk keeps a 
record of the number and date of each car arriving 
at and departing from their stations, and that daily 
reports of the same are made in accordance with 
instructions. 

215. They must report to the train-master all dis- 
obedience of rules coming under their notice, all cars 
arriving without proper manifests, and cars or goods 
arriving in a damaged condition. 



264 



THE PENNSYLVANIA RAILROAD. 



Rules for Freight Conductors. — 216. Con- 
ductors of freight trains report to and receive their 
instructions from the train-master. 

217. They are responsible for the safety, regularity, 
and proper care of their trains, for the conduct of the 
men employed thereon, and for the signals, lamps, 
&c. intrusted to their care. 

218. They must make themselves acqu.Tinted with ' 
the duties of enginemen, liremen, and brakemen, and 
enforce the rules and regulations applicable to them 
upon their trains, and report to the train-master all 
insubordination or neglect of duty or misconduct. 

219. They must report themselves to the yard dis- 
patcher for duty, with their trainmen, signals, lamps, i 
and other fixtures, in readiness to take charge of 
their trains, at least thirty minutes previous to the 
schedule time for starting, and as much earlier as 
they may be required, to assist in the shifting and 
making up of their trains. 

220. They must provide themselves with the time 
table, to which they are required to conform in run- 
ning their trains; with a good reliable watch, regu- 
lated by the standard clock of the company; and 
with a full set of signals, — and when running will 
display and use them in the manner and position 
required by the rules. 

221. They must always compare time with the 
engineman of their train before starting, and know 
that he is provided with the time table and a full set 
of signals. 

222. They must see that the couplings and brakes 
of the cars in their train are in good order before 
starting, and will inspect them as often as the train 
stops to take water or lays off to pass other trains. 

223. They must station the brakemen at their re- 
spective posts on the train, and see that they keep 
their position and use the brakes properly, particularly 
when descending heavy grades. 

224. They must he sure that no cars have become 
detached from their train and left on the main track, 
and when the cars are left on a siding they must see 
that the brakes are put on tightly, to prevent them 
from being moved and interfere with trains passing 
on the main track. 

225. They must procure a manifest from the station 
agent or dispatcher for eveiy car with lading attached 
to their train, which they will deliver to the station 
agent or dispatcher where the goods or cars are left. 
Should the goods or cars be delivered at ]3oints where 
the company has no agent, then the manifest must be 
delivered to the freight agent at the next station. 

226. They must attend to the delivery of way 
freight, according to the manifests furnished them, 
dehaying the train as little as possible in its delivery. 

227. They must handle all freight with care, and 
use every effort to ]irevent loss or damage. They 
must not pennit any person, not duly authorized, to 
enter the cars or handle the freight on their train, and 
will see that the cars are always locked, except when 
loading or unloading freight. 

228. They must carefully check off upon the mani- 
fest all articles left at a point where the company 
has no agent, and attach their signature, and if any 
goods are dam.aged or missing, make a note of the 
same upon the face of the manifest. 

229. They must not move cars from an inter- 
mediate siding or private switch, without manifests 
have been furnished them by the agent at the next 



station before reaching such intermediate siding or 
private switch. 

230. They must carefully enter upon their cards 
the number of cars taken from and left at each 
station, and make such other regular reports as may 
be required. 

231. They must not pennit drovers or agents in 
charge of live-stock to ride on their trains, unless 
provided with passes or peiinits from the proper officer. 

232. If compelled by accident, or other cause, to 
move at an unusually slow rate of speed, or stop their 
train on the main track, they must take immediate 
action to secure their own train and trains approach- 
ing in either direction against the possibility of col- 
lision. They must constantly keep in mind that 
nothing will justify a collision between trains, and 
that the prompt use of signals, according to the rules, 
will prevent it. When they have taken evei-y pre- 
caution to insure the safety of their own and ap- 
proaching trains, they will then send intelligence 
Irom the nearest telegraph station to the division 
superintendent. 



Rules for Freight Br.^kemen. — 233. Freight 
brakemen report to and receive their instructions from 
the train-master. W hile on the train they are under 
the direction of the conductor. 

234. They are charged with the management of 
the brakes and the proper use and display of train 
signals. 

235. They will report for duty to the yard dis- 
patcher at the lime appointed, and will assist the 
conductor in the shifting and making up of their 
tiains. 

236. They will be furnished with a full set of train 
signals, which they must keej) in good order and at 
hand ready for use. 

237. They must assist in loading and unloading 
freight, and will aid the conductor in inspecting the 
running-gear of the cars, as often as the train stops 
for wattr or lays ofl' to pass other trains. 

238. They must not leave their brakes while the 
train is in motion, nor lake any other position on the 
train than that assigned to ihem by the conductor. 

239. They are required to stop their trains at sta- 
tions, and control them when descending heavy 
grades, without ihe whistle signal of the engineman. 
The brakes must not be applied so as to slip the 
wheels, and on heavy grades they should be fre- 
quently changed fiom one car to another, to avoid 
he.ating the wheels. 

240. The post of the rear brakeman (or flagman) 
is on the last car in the train, which he must not leave 
while the train is in motion. He must be provided 
with and display the signals at the rear of the train, 
strictly according to rule, and in case of detention or 
accident, must immediately go back, as directed in 
rules Nos. S5 and 86, without waiting for a signal 
from the engineman or instructions from the conductor. 
The front brakeman is charged with the same duty, 
when from any cause the fireman is unable to go 
forward to protect the front end of the train. 

241. When an assistant engine is attached to the 
rear of a train it will be considered as a part of the 
train, and it is the duty of the flagman to go back 
and protect it in case of accident or detention. 



APPENDIX. 



265 



242. In case the train parts on the road, the flagman 
must immediately apply the brakes and stop the cars, 
and then send forward the most reliable person he 
can command to make danger signals until the front 
portion of the train comes back, while he protects the 
rear of the train, according to rule No. 86. 



I 



Rules for Station Agents. — 243. Station agents 
report to and receive their instructions from the 
division superintendent. They will obey all orders 
issued by the general ticket agent, the general freight 
agent, and the accounting and treasury departments. 

244. They are divided into two classes, viz.: — First 
and second class agents. The first class agents are 
paid a stated salary, and are required to devote 
themselves exclusively to the business of the company. 
The second class agents derive their compensation 
from commissions which they are allowed to charge 
on freight in company cars in addition to the regular 
transportation charges of the company, and are not 
prohibited from engaging in other business when it 
does not interfere with the proper discharge of duties 
to the company. 

245. They have charge of the books, papers, 
buildings, sidings, and grounds of the company, and 
of the property intrusted to the company in the 
transaction of business at their respective stations, 
and will be held responsible for their safe keeping 
and ]iroper care, and also for the deportment of the 
employes of the company at their station. 

246. They must keep the depot buildings and the 
grounds connected with them clean and in condition 
for the accommodation of passengers and the reception 
of freight, and must preserve order in and about their 
stations. 

247. They are responsible for cars left at their 
stations, and must see that they have the brakes 
applied, and that they are not moved by unauthorized 
persons or shifted in any way to interfere with the 
safety of trains on the main track. 

248. They must see that all cars left at their stations 
are loaded or unloaded promptly, and forwarded by 
the first train. They will be held strictly accountable 
for all delays, and must charge or collect demurrage 
whenever consignors or consignees delay cars over 
twenty-four hours, either in loading or unloading. 

249. They must keep their accounts and make 
their reports and remittances in such manner and 
form and at such times as the auditor and treasurer 
shall direct. 

250. They must keep the general rules and regu- 
lations of the company, governing the transportation 
of pa.ssengers and freight, posted in their depots in 
conspicuous places, where they can be seen and read 
by the |niblic. 

251. They are prohibited from selling tickets or 
delivering goods on credit, — the terms are invariably 
cash, 

252. They are prohibited from selling tickets to 
persons who are not in a condition to take care of 
themselves, or whose conduct might endanger their 
lives or make them a source of annoyance to others 
in the train. 

253. They are prohibited from receiving freight to 
be forwarded which is not in condition for safe 



transportation and the destination distinctly marked 
thereon. 

254. They must examine each manifest received 
before delivering the freight, and if errors are found 
correct them, and report the correction to the agent 
forwarding and to the auditor. 

The manifests of freight received must be correctly 
entered in the freight-received book, filed in the 
order in which they are reported to the auditor, and 
carefully preserved for reference. A bill must be 
made against consignees before the delivery of freight, 
and a receipt taken for the delivery of the goods, as 
well as given the consignees for the payment of the 
freight charges. 

Agents receiving manifests for freight delivered at 
points where the company has no agent, must see that 
the conductor has certified on the face of the manifest 
to its correct delivery. 

255. They must make correct entries in the freight- 
forwarded book of the marks, description, and weight 
of articles, with the classification and rate of charge. 
From this original entry the manifest is to be made, 
one copy of which shall be sent to the auditor by first 
passenger train, and one copy to the agent who is to 
receive the freight. Manifests for full car loads will 
be sent by passenger train to the agent who is to 
receive the freight, and a card manifest furnished the 
conductor or dispatcher. Manifests for local freight 
in less than car loads must accompany the car. All 
freight manifested to points where the company has 
no agent must be released and prepaid, and the freight 
charged thereon at the rates to the next more distant 
station where there is an agent. The manifest is to 
be made to the point where the articles are to be left, 
provided it appears on the freight tariff. All freight 
not prepaid must be charged to the agent at the point 
of delivery. 

256. They must use all proper means to secure 
traffic for the road, avoid giving offense, and act at 
all times with the view of accommodating the public 
and promoting the best interests of the company. 

257. They must promptly report to the division 
superintendent all deviations from the rules and 
regulations of the company Ijy employes or others, or 
anything that comes under their observation that is 
prejudicial to the company's interests or may interfere 
with the safe and economical working of the road. 



Rules for Division Opf.r.\tors. — 258. Division 
operators report to and receive their instructions from 
the division superintendent. 

2i;9. They are responsible for the proper working 
of the wires, the promjit transmission of messages, 
and the economical use of supplies. 

260. They have charge of the operators on their 
divisions, and will see that the rules and regulations 
are understood and observed by them. 

261. They have charge of the line repairmen, and 
will direct them in regard to making the necessary 
repairs. 

262. They will test the wires each morning, and 
see that they are kept in good working order at all 
times. 

263. They will keep a record of the time made by 
each employ^ in iheir department, and report the 
same in the manner and form directed. 



266 



THE PENNSYLVANIA RAILROAD. 



Rules for Telegraph Operators. — 264. Tele- 
giaph operators report to and receive their instructions 
from the division operator. 

265. They will obey the instructions of the station 
agent when they do not interfere with their duties as 
operators. 

266. They are required to be constantly on duty 
during business hours, and will not leave their offices 
without notifying the division operator. 

Day and night operators must not leave their post 
until relieved by each other, and they will instruct 
the one going on duty in regard to the position of 
trains, and any unfinished business; offices will be in 
charge of the day operator, and where two or more 
are employed, one must be always on duty. 

On Sundays, operators at way stations must be in 
their offices twenty minutes before trains are due, and 
remain until the train is reported passing the next 
telegraph office. 

267. They must keep a full set of signals constantly 
on hand in good order, and use them strictly in 
accordance with rule. 

26S. They will observe the rear of all trains passing 
their offices, and if red lights or markers are not dis- 
played (see rules 29, 31, and 32) report it at once 
to the division superintendent's office. 

269. They will keep a register of ail trains passing 
their office, and the reports from such other offices as 
the division operator may require. 

270. They must give particular attention to the 
adjustment of their relays when trains are behind 
time, and be ready to receive train orders; when 
holding a train for orders, they must signal it in 
person, and must not depend upon a lamp or flag 
left standing near the track or used by any other 
person. 

271. When the division superintendent sends a 
train order, they must immediately enter it in the 
order book, and repeat it back ; when he responds 
that the order is "O. K.," they will prepare two 
copies, and deliver one to the conductor and one to 
the engineman, who will compare their copies with 
the original order in the book, which they must sign ; 
the operator will then repeat the signatures to the 
division superintendent, who will reply *' correct," 
which must be endorsed on the order, and no order 
is good until this " correct" is received. 

Train orders must have written on them the name 
of the operator, the office, the date, and the time they 
were made "correct," and must not be erased or 
altered in any manner whatever. 

272. When two passenger trains of the same class 
are running in the same direction, they must display 
a red signal immediately after the first train passes, 
and at the expiration of fifteen minutes display a 
white signal to the following train. Should the 
following train be of inferior class, or a freight or 
extra train or engine, they will display the red signal 
for ten minutes and then display the white. 

273. They must not leave their offices while a train 
is at the station, unless required by business connected 
with the train. 

274. They are required to be courteous in their 
intercourse with one another, and with all persons 
transacting business at their offices. Under no cir- 
cumstances will improper language or profanity be 
permitted on the line. 

275. They are not allowed to lake students, or to 



leave their offices in charge of other operators, without 
permission from the division operator. 

276. They must not permit persons (whether em- 
ployes of the company or not) to frequent their offices. 

277. They will keep special orders and instruc- 
tions filed in regular order and ready for mimediate 
reference. 

278. They must not receive messages to be trans- 
mitted free, unless signed by an officer, agent, or 
employe, except such messages are answers to those 
already sent. They must consider all messages strictly 
confidential, and will not permit them to be read liy 
any persons except those to whom they are addressed, 
nor to make their contents the subject of conversation 
or remark. 

279. All messages sent and received must be dated, 
timed, and have written on them the initials of the 
operator who sent or received them. Messages sent 
must be preser\'ed for reference, and those received 
must be delivered promptly, 

2S0. Passes received by telegraph must be written 
with ink, and have the name of the office, the date, 
and time at which they were received, the full sig- 
nature of the officer who signed them and of the 
operator who received them. 

281. Contention for circuit will not be permitted. 
Should the circuit be interrupted while an operator is 
writing, he will stop immediately to ascertain the 
cause. If it be another operator breaking, unless the 
one who breaks says "21," (this dispatch must have 
preference over all other business on division wires,) 
"39," (this dispatch must have preference over all 
other business on through wires.) or "55," (this dis- 
patch is of great importance,) the operator who is 
writing will say "8," (close your key, you are break- 
ing others,) and close his key. If the request be not 
complied with, he will keep his key closed until he 
can proceed without interruption, and then report the 
case to the division operator in writing. 

282. Should the wires be broken or interrupted at 
points which the line repairman cannot reach promptly, 
operators must immediately notify the foreman of road 
repairs. 

283. The telegraph must not be used for the trans- 
mission of communications which may be sent by 
train without detriment to the company's interests. 



Rules for Line Repairmen. — 284. Line repair- 
men report to and receive their instructions from the 
division operator. 

285. They must keep the poles in proper position, 
the wires connected, insulated, and clear of all ob- 
structions, and make all necessary repairs. When 
assistance is required, they will call upon the foreman 
of road repairs. 

286. They must pass over the road frequently, and 
closely observe the condition of the line and examine 
the connections at the offices. They will report each 
morning the part of the road they will be on during 
the day. 

287. They must always be provided with a full set 
of tools, and ready to respond immediately to any 
orders they may receive, 

288. They must supply the operators and foremen 
of road repairs with wire, insulators, etc., and instruct 



APPENDIX. 



267 



them in regard to splicing the wire and making other 
repairs. 

289. They will promptly report to the division 
operator anything that comes under their observation 
that may interfere with the proper working of the line. 



Rules for Road Foremen of Engines. — 290. 
Road foremen of engines report to and receive their 
instructions from the division superintendent. 

291. They will obey all orders of the superin- 
tendent of motive-power, and must report to him as 
he may direct. 

292. They are required to ride frequently upon the 
engines, and give instructions to enginemen and fire- 
men in regard to the proper working and firing of 
engines, with a view to obtaining the best results in 
the consumption of fuel and stores. 

293. They will give particular attention to the 
capacity of the engines for generating steam, and 
observe that the regulation pressure is not exceeded, 
and that the boilers are washed out as often as may 
be necessary. 

294. They must see that engines are equipped with 
signals, tools, and every article necessary to their 
efficient working, and that the injectors, air-pumps, 
etc., are in good working order. 

295. They will advise the division superintendent 
of the numlier of cai's to be allotted to each class of 
engines, and report to him when engines of through 
freight trains are not given cars to their full capacity, 
or when any engine is overloaded. 

296. They will consult and advise frequently with 
the master mechanic and shop foremen in regard to 
the daily condition and requirements of the engines 
running upon their divisions. 

297. They will report to the division superintendent 
the qualifications of enginemen and firemen and any 
violation of rules or neglect of duly which may come 
to their knowledge, and keep him advised of all 
matters relating to the economical and efficient work- 
ing of the engines and their crews. 



Rules for Enginemen. — 298. Enginemen report 
to and receive their instructions from the division super- 
intendent. When in the shops Ihey are under the 
direction of the master mechanic or foreman of shop. 

299. They will obey the orders of the road fore- 
man of engines, in regard to the working of their 
engines and the proper use of fuel, stores, etc. 

300. They must obey the orders of the train-master, 
depot-master, or dispatcher, in regard to shifting and 
making up trains. 

301 . They are under the orders of the conductor of 
the train in regard to starting, stopping, speed, and 
general management of the train, shifting cars, etc., 
but they will not obey any order that may endanger 
the safely of the train or require violation of rules. 

302. They must have their engines in good working 
order, supplied with the necessary stores and tools, 
fuel and water, and the steam up, ready to attach to 
the train, at least thirty minutes before the schedule 
lime for starting, and as much earlier as directed by 
the foreman of shop or dispatcher. 

303. They must have in their possession a copy of 



the rules and regulations, the lime table, and a full set 
of signals, in good order and ready for immediate use. 

304. They will be furnished a watch by the division 
superintendent, and will be held responsible for its 
safe keeping. They must regulate it by the standard 
clock of the company, and compare time with the 
conductor of the train at the commencement of each 
trip. 

305. They must obey promptly all signals given 
by station agents, telegraph operators, track-repairmen, 
watchmen, conductors, or trainmen, even though they 
may think such signals unnecessaiy. When in doubt 
as to the meaning of a signal, they must stop and 
ascertain the cause, and if a wrong signal is shown 
they will report the fact to the division superintendent. 

306. They must note that the day and night watch- 
men are at their posts, and report to the division 
superintendent any neglect of duty they may observe. 

307. They must use special care in coupling and 
shifting cars, to avoid injuring the trainmen, and must 
always start and stop their trains cautiously, without 
sudden jerking. 

308. They must not permit sticks of wood, burning 
cotton waste, or hot cinders to be thrown from the 
engine or tender while in motion, and must use every 
precaution against fire when passing bridges or 
buildings. 

309. They are not permitted to clean their ash-pans 
on the main track, unless at points especially desig- 
nated by the division superintendent. 

310. They must not leave their engine during the 
trip, except in cases of necessity, and must ah\'ays 
leave the fireman or some other competent person in 
charge of it. 

311. They will be provided with checks for wood, 
coal, oil, and tallow, and they will not be furnished 
with fuel or stores unless a check for the correct 
amount is given the station or store keeper. 

312. They must report the condition of their engines 
to the master mechanic or foreman of shop at the end 
of each trip, and will assist, when called upon, in 
making any repairs that may be necessary. 

313. They may be required, when not in active 
service on the road, to work in the shops, and will 
then be subject to shop rules. 



Rules for Firemen. — 314. Firemen when on the 
road are under the direction of the engineman. When 
in the shop, they are under the orders of the master 
mechanic or foreman of shop. 

315. They will obey the orders of the road foreman 
of engines in regard to the proper use of fuel and 
manner of firing. 

316. They must be with their engines at least 
thirty minutes before the time of starting, and conform 
to any directions they may receive from the foreman 
of shop or dispatcher. 

317. They must supply the engine regularly with 
fuel and water, at the discretion of the engineman, 
assist in oiling, and use the tender-brake in accord- 
ance with his orders and signals. 

31S. They will assist in keeping a constant lookout 
upon the track, and must instantly give the engineman 
notice of any obstruction they may jierceive. 

319. They must make themselves thoroughly 
familiar with the train rules, particularly those that 



268 



THE PENNSYLVANIA RAILROAD. 



apply to the protection of the train, and must under- 
stand the use of the signals, and be prepared to use 
them promptly, as per rules Nos. 85 and 86. 

320. They must take charge of the engine should 
the engineman at any time be absent, and will not 
leave it until his return, nor suffer any person not 
duly authorized to be upon it. 

321. They will not attempt to run an engine in 
the absence of the engineman, without permission 
from the division superintendent, unless under some 
emergency they be directed to do so by the conductor 
or some officer in authority. 

322. They must assist in cleaning and polishing 
their engines after every trip, and in making repairs 
when required. 

323. They may be required, when not in active 
service on the road, to work in the shops, and will 
then be subject to shop rules. 



Rules for Master Mech.\nics and Foremen 
OF Machine and Car Shops. — 324. Master me- 
chanics and foremen of shops report to and receive 
their instructions from the superintendent of motive- 
power. They will obey all orders of the division 
superintendent, and are responsible to him for the 
proper discipline and management of the shops. 

325. They are responsible for the machinery and 
tools of the shops under their charge, and must 
require them to be kept clean and in order. 

They must enforce discipline among the workmen, 
see that they are diligent in the discharge of their 
duties, and that the operations of the shop are con- 
ducted with system and economy. 

326. They are responsible for the stores, and must 
see that they are used with economy, that storekeepers 
are held strictly accountable for waste or loss, and 
that the engines and cars are correctly charged with 
the oil, waste, tallow, and other stores furnished. 

327. They are responsible for sending out engines 
or cars in proper condition for service, and must see 
that they are supplied with the necessai-y fixtures and 
tools, with lamps, signals, and all other things neces- 
sary to a complete equipment. 

328. They must have the engines and their crews 
ready for service at the time indicated by the train- 
master or dispatcher, and will inspect the engines at 
the end of each trip, make the repairs necessary, and 
see that they are properly wiped and cleaned. 

329. They must advise with the road foreman of 
engines respecting the performance of engines while 
on the road, and will co-operate with him in observing 
the qualifications of enginemen and firemen. 

330. They shall not make nor permit changes to 
be made in the general arrangement or details of 
engines and cars while under repairs at their shops, 
-without special orders from the superintendent of 
motive-power. 

331. They must see that a daily record is kept of 
the names of the workmen, the time of service, and 
rate of pay, and also the time employed and material 
used on each job of work, and the cost of the same, 
in accordance with the instructions received and 
forms furnished them. 

332. They will see that all workmen employed at 
their shops are at their proper places, ready to com- 
mence work, at the exact time specified. 



333. They will not permit work to be done in the 
shops at night or on Sundays, unless absolutely 
necessary, and will prohibit lights in the shops after 
working hours, except those required by the regular 
watchmen on duly. 

334. They will not allow strangers to visit the shops 
without a permit, and will observe that they do not 
converse or interfere with the workmen on duty. 

335. They will frequently inspect the watchmen 
on duty at night, know that they are at their posts at 
all times, and require the hours to be struck on the 
shop-bell from 7 P. M. to 6 A. M. 



Rules for Shop Clerks. — 336. Shop clerks re- 
port to and receive their instructions from the division 
superintendent. 

337. They will obey all orders received from the 
master mechanic or foreman of shops, but must keep 
their accounts and make reports in the manner and 
form directed by the chief clerk of the motive-power 
department. 

338. They must be on duty at the shops not less 
than ten minutes before the time of commencing work, 
and will note the time of each workman as he enters. 

339. They must record the lime made by each 
workman, specifying how he has been employed, the 
lime spent on each piece of work, and rale of pay. 

340. They must ascertain the weight and value of 
material used on each piece of work, and charge the 
same to its proper account. 

341. They must keep a record of the time made 
by the enginemen and firemen, their rale of pay, and 
the number of miles run daily by each engine. 

342. They will receive from the storekeepers a 
report of the oil, waste, and tallow used, and from the 
station-keepers a report of fuel consumed, which they 
will record in the manner and form prescribed. 

343. They must post upon the bulletin-board in the 
engine-house the monthly report of the perfoimance 
of engines, and will see that the orders issued by the 
division superintendent or superintendent of motive- 
power are posted conspicuously in the engine-houses 
and shops. 



Rules for Foremen of Car Inspectors.— 344. 
Foremen of car inspectors report to and receive their 
instructions from the division superintendent. 

345. They will obey all orders of the superintend- 
ent of motive-power, and must report to him as he 
may direct. 

346. They must inspect all cars passing their sta- 
tions, carefully examining the running-gear and brake 
fixtures. They will make such repairs as may be 
required, and send to the shop all those that are not 
fit for service. 

347. They must give special attention to passenger, 
baggage, mail, and express cars, and permit none to 
leave their stations that are not in good running 
order. 

348. They will see that cars running in the pas- 
senger service are properly washed, and that all the 
interior fixtures are kept perfectly clean and in good 
repair. 

349. ^^^len making repairs to cars standing on 
main track or sidings, they must protect themselves 



APPENDIX. 



269 



by placing a blue flag in the drawhead, or a blue 
lantern on the platform or step of the car at each end 
of the train, to prevent the cars from being coupled 
to or moved by an engine or other cars. 



Rules for Keepers of Wood and Coal Sta- 
tions. — 350. Station-keepers, at stations on the road, 
are under the orders of the supervisor; those at points 
where shops are located are under the direction of the 
master mechanic, 

351. They have charge of the wood-sheds and 
coal platforms and the supply of fuel to engines. 
They must not allow their stock of wood and coal to 
run short, and will promptly report all failures in the 
supply. 

352. They must saw the wood delivered to them 
into the lengths required, and arrange it upon the 
platform in ranks suitable to supply engines as needed. 

353. They must keep the cars that supply the 
engines with coal filled at all times, and dump them 
into the tanks without delay. 

354. They must require a check for the amount of 
wood or coal delivered to each engine, and will 
examine the checks to see that they bear the number 
of the engine and correspond with the amount fur- 
nished. All checks must be returned with their re- 
ports at the close of each month. 

355. They must keep a record of the wood and 
coal consumed daily by each engine, and report the 
same monthly in the manner and form directed. 



RtJLESFOR Supervisors. — 356. Supervisors report 
to and receive their instructions from the division 
superintendent. 

357. They are responsible for keeping the track, 
road-bed, bridges, culverts, telegraph line, and every 
thing pertaining to the road, in repair. 

358. They must pass frequently over their divisions, 
notice defects in the track, examine bridges minutely, 
see that culverts and drains are not injured by heavy 
storms, watch carefully the condition of the road-bed, 
and see that the proper slopes are preserved ; especially 
note anything that may firm an obstruction to the 
track, and have it removed ; examine road crossings, 
the condition of frogs and switches, cut away trees or 
bushes that are liable to fall upon or obstruct the view 
of the track ; and shall attend to anything else which 
may be necessary to secure the safety of the road. 

359. They have charge of the repairmen and other 
laborers employed on their divisions ; they will see 
that they perform their duty, keep a strict account of 
their time, and report the same in the manner and 
form prescribed. 

360. They must know that every foreman, w.atch- 
man, and switchman under their charge is fully 
acquainted with the rules and regulations and the 
use and object of all signals. 

361. They are authorized to discharge any foreman, 
road, bridge, or switch watchmen, or other employ^ 
for neglect of duty; but should they be guilty of 
negligence whereby accident is caused, they will 
suspend them from duty and report the case to the 
division superintendent. 

362. They must attend in person to the removal of 



slides, snow, or other obstructions, and in cases of 
accident will repair promptly to the spot, taking 
whatever force may be necessary, and use eveiy 
effort to assist in clearing the road. 

363. They must compare time with each of their 
foremen at least once a week, and oftener if possible. 

364. They must make monthly reports in the 
manner and form directed by the division superin- 
tendent, and will be responsible for the safe keeping 
and economical use of all materials furnished them. 

365. They must see that a clear space of at least 
six feet is preserved on either side of the main track, 
and that nothing is piled on sidings within six feet of 
the rail, and will keep the grounds about stations and 
depots in good order. 

366. They must keep a general oversight of all 
work performed on their divisions by contractors or 
mechanics, and see that the safety of the track is 
never endangered by them. 

367. They must give particular attention to the 
supply of water, and will promptly report any defects 
or deficiency to the division superintendent. 

368. They will make careful inquiry in regard to 
every accident that may occur upon the road, and all 
cases of personal injury, whether to passengers, em- 
ployes, or others, and report fully thereon in writing 
to the division superintendent. 

369. They must make themselves acquainted with 
the instructions issued for the government of trains 
and trainmen, and report to the division superintend- 
ent any neglect of duty or violation of rules that 
comes under their notice. 



Rules for General Foremen op Maintenance 
OF Way Mechanics. — 370. General foremen of 
carpenters, masons, and painters report to and receive 
their instructions from the division superintendent. 

371. They have charge of the repairs of bridges 
and buildings, and will promptly report to the division 
superintendent any defects that may come under their 
observation. 

372. They will employ such workmen as may be 
necessary, subject to the approval of the division 
superintendent, and see that they faithfully perform 
the duties assigned them. 

373. They must make themselves fully acquainted 
with the use of the signals, see that they are under- 
stood by their subordinates, and that the caution and 
danger signals are used strictly in accordance with 
rule. 

374. They must be careful, in renewing bridges or 
other structures, to keep the main track always secure 
and safe for the passage of trains, and under no cir- 
cumstances obstruct it without displaying danger 
signals in the proper direction at a distance of at 
least nine hundred yards. 

375. They must co-operate with the supervisor in 
regard to the distribution of material, and will call 
upon him whenever they require assistance. 



Rules for Foremen of Road Repairs. — 376. 
Foremen of road repairs report to and receive their 
instractions from the supervisor. 

377. They have charge of the repairs on their 
respective sub-divisions, and will be held responsible 



270 



THE PENNSYLVANIA RAILROAD. 



for the condition of the road and the watching neces- 
sary to secure its safety at all times. 

378. They are required to pass over the whole 
extent of their division at least once a day to observe 
particularly the condition of the main track, sidings, 
road-bed, bridges, culverts, road-crossings, water- 
courses, etc., and execute such repairs as may be 
necessary. 

379. They will engage in all work personally, and 
will see that the laborers employed under them faith- 
fully perform their duty. 

380. They must keep a record of the time of the 
men and the material used, and report the same in 
the manner and form directed by the supervisor. 

3S1. They may ilischarge or suspend from duty 
any empIovS under their charge, but must report the 
case promptly to the supervisor for his approval. 
They must not employ more than the regular force 
allowed without his consent. 

382. They will give particular attention to the 
surface and line of the track, especially at the joints, 
see that it is spiked properly and kept in true gauge, 
and that the cross-ties are evenly spaced, lined, and 
tamped to a uniform bearing. 

383. They must remove all defective materials 
from the track, and at all times maintain it in safe 
condition for the passage of trains. 

384. They must see that the road-bed is kept in 
perfect order, that cuts are sloped, embankments 
widened, and the necessary ditches made to afford 
thorough drainage. 

385. They must carefully obs«rve the signals carried 
by trains, and be sure that all trains running on the 
same schedule have passed before obstructing the 
track. 

386. They must never obstruct the track in any 
way whatever without first conspicuously displaying 
a danger signal at least nine hundred yards in both 
directions on single track, and nine hundred yards in 
the direction trains are expected on double track. 
Special trains or engines may pass over the road at 
any time without previous notice, and foremen must 
always be prepared for them. Anything that inter- 
feres with the safe passage of trains is an obstruction, 
and must not be attempted without using the above 
precaution. 

387. They must not run their hand-cars within 
twenty minutes of the time of any passenger train, 
nor run in the wrong direction on double track, and 
always run with great caution, keeping a sharp look- 
out for work or other extra trains. They will, under 
no circumstances, allow their hand-car to be used, 
except they accompany it, nor run it on Sundays, or 
after dark, without special permission of the division 
superintendent. Hand-cars or trucks, when not in 
use, must always be kept locked and secured in such 
a position that they cannot drift on to the main track. 

388. They are permitted to use the track in making 
repairs to within twenty minutes of the time of pas- 
senger trains, and ten minutes of the time of freight 
trains, but invariably under cover of a danger signal, 
which must be placed at least nine hundred yards in 
both directions on single track, and nine hundred 
yards in the direction trains are expected on double 
track; and if it cannot be seen by the foreman .at 
the point where he is at work, a man must be placed 
in charge of it. 

389. They must see that watchmen attend to their 



duties, by frequently visiting them at night, and 
promptly discharge them if found negligent. 

390. They must keep a close watch at points where 
oVjstructions are likely to occur, and carefully examine 
the slopes of cuts, and remove promptly any rocks, 
stumps, or masses of earth that are liable to fall or 
slide. 

391. They must take every precaution during heavy 
rains and storms to prevent accident ; all hands should 
be placed on duty, and every part of the division 
closely watched. 

392. They must not allow old rails, cross-ties, etc., 
to be scattered along the road, but have them cleaned 
up promptly and piled. All scrap-iron and other 
movable track material should be taken to their head- 
quarters. 

393. They will remove all combustible material 
from the vicinity of the track, and not pennit rubbish 
to accumulate near bridges and buildings, and will 
promptly extinguish any fires that may occur along 
the line of the road. 

394. They will watch the telegraph line, especially 
after storms, keep the poles in proper position, reset 
them when necessary, unite the wires when broken, 
and render any assistance required by the line repair- 
man. They must promptly report to the division 
superintendent any derangement of the wires. 

395. They must see that the water stations are in 
order, that the supply of water is kept up, and fre- 
quently inspect the head of the pipe, and clear it 
from brush, leaves, etc., when necessary. 

396. They are required to assist in removing broken 
cars left upon the road, and will render prompt assist- 
ance in all cases of accident or delay to trains. 



Rules for Road and Bridge Watchmen. — 397. 
Watchmen are under the orders of the foreman of 
road repairs. 

398. Road watchmen must pass over the road in 
advance of each passenger train, and will carefully 
examine the rails, especially in frosty weather; ob- 
serve that switches are set for main track, try the 
locks, and see that everything is right about them ; see 
that cars left on sidings fully clear the main track, 
and that the doors of loaded cars are locked; also 
examine buildings and other property of the company, 
and protect them from theft and fire. Should an 
obstruction to the track occur, they must at once 
display danger signals in the direction of the nearest 
approaching train, as directed in rule No, 86, and 
immediately send word, if possible, to the foreman of 
road repairs. Night watchmen must always notify 
the foreman of road repairs of the trains due which 
have not passed before they go off duty, and of any 
other matters that require attention. 

399. Bridge watchmen must keep a supply of water 
upon the bridge at close intervals, and follow every 
train with a bucket of water, to extinguish any coals 
that may have fallen from the engine. 

400. They must keep the tops of piers and abut- 
ments clean, and remove all combustible matter from 
the vicinity of the bridge. 

401. They must examine frequently the timber and 
iron-work of their bridges, and report promptly to 
the supervisor any failure or decay. 



APPENDIX. 



271 



402. They must prevent all persons except em- 
ployes from crossing the bridges. 

403. They must carefully observe the speed of 
passing trains, and report to the supervisor any vio- 
lation of rules. 

404. Watchmen will be required, when their time 
is not wholly occupied with watching, to attend to 
such other duties as the supervisor or foreman of 
road repairs may direct. 



Rules for Switch-tenders. — 405. Switch-tend- 
ers on the road are under the orders of the super- 
visor; those in yards are under the direction of yard 
dispatchers. 

406. They are responsible for the safety of trains 



passing the switches under their charge, and the 
duties, although simple, require the closest attention, 
as any neglect may cause serious accident. 

407. They must keep the switches locked right for 
the main track, except when passing trains to or from 
the opposite track or siding. 

40S. They must always be on the watch for ap- 
proaching trains, and give the safety signal if all is 
right. 

409. They must carefully examine the condition 
of the switches, keep them clear of snow or other 
obstruction, and promptly report to the foreman of 
road repairs any defects. 

410. When day and night switchmen are employed, 
they must not leave their posts until relieved by each 
other, and the one going off duty must inform the one 
coming on when trains that are due have not passed. 



ILLUSTRATIONS. 



PAGE 

The Old Ways, ( Frotitispiecf.) 

J. Edgar Thomson, {Portrait.) 

Thomas A. Scott, {Portrait,) 

Old Train on New Jersey Roads 19 

Sample Track and Track Tank, 24 

Cross-section of Road-bed, 25 

Connecting Joint, 25 

Locomotive and Tender, 26 

Baggage Car 26 

United States Postal Car, 26 

Passenger Car, 27 

Parlor Car, 27 

Sleeping Car, 27 

Interior of Passenger Car, 28 

Interior of Sleeping Car, 29 

Interior of Parlor Car, 30 

Block-signal Station, 31 

New York Bay, from Pier i, 33 

Broadway, from the New Post Office 36 

Fifth Avenue, above Murray Hill, 38 

Madison Avenue and Park, 39 

Grand Drive, Central Park, 40 

Bethesda Fountain, Central Park, 41 

In the Ramble, Central Park, 42 

Jersey City, 44 

Newark, 46 

Street Scene in Elizabeth, 48 

New Brunswick, 50 

College Buildings, Princeton, 51 

Trenton, 53 

New Public Buildings, Philadelphia 60 

Grave of Benjamin Franklin, 62 

Swedes' Church, 63 

State House and Independence Hall, 64 

Christ Church, 65 

Chestnut Street, from Ninth, 66 

Carpenters' Hall, 67 

Liberty Bell, 67 

West Walnut Street, 68 

Girard College, 70 

Fairmount Park, from Connecting Railroad Bridge, . 71 

View from Belmont Mansion, Fairmount Park, ... 72 

Water-works and Boat-houses, Fairmount Park, . . 73 

Belmont Glen, Fairmount Park, 74 

Wissahickon Drive, Fairmount Park, 75 

Lincoln Monument, Fairmount Park 76 

Steamship Docks on the Delaware, 78 

Ardmore Station, 80 

Bryn Mawr Station, 81 

Br>'n Mawr Hotel, 82 

Chester Valley, 84 

Valley Creek Bridge, 87 

View from Gap Station, gr 

Lancaster Farm, 92 

Conestoga Bridge, 94 

Lancaster Depot, 96 

Conewago Bridge, 101 

Chiques Rock, 104 

Entrance to Wild Cat Glen 105 

(274) 



PAGE 

Wild Cat Glen, 106 

Harrisburg, log 

Moonlight on the Susquehanna, . . , _ 110 

Susquehanna west of Harrisburg 113 

Kittatinny Mountain 115 

Early Morning on the Susquehanna, east of Dun- 
cannon 116 

The Juniata, 117 

Lewistown Narrows, 124 

Jack's Narrows, from Mapleton, 126 

In Jack's Narrows, 127 

At Mill Creek, 128 

Rocks near Huntingdon, 130 

Spruce Creek Tunnel, 132 

Sinking Spring Arch, near Tyrone, 133 

Sinking Spring Cave, near Tyrone, 134 

Forest Scene, Alleghenies^ 136 

Altoona, 138 

View from Horseshoe Curve, early morning, .... 140 

Horseshoe Curve, looking west, 142 

Scene at Allegrippus 144 

Loretto, 145 

Cresson, 146 

Johnstown 148 

Conemaugh Viaduct, 149 

Near Bolivar, on the Conemaiigh, 150 

Sang Hollow, on the Conemaugh, 151 

In the Pack-saddle, on the Conemaugh 152 

Old Furnace, on the Conemaugh, 154 

Old Saw-mill, on th(i Conemaugh, 155 

Coal-mining and Coke-burning 158 

Pittsburg — View from Coal Hill, 164 

Mount Washington by Moonlight, Pittsburg, . . . . 166 

View at Fifth Avenue and Si.\th Street, Pittsburg, . 168 

Iron and Steel Manufacture, 172 

Union Depot, Pittsburg 174 

Washington's Headquarters at Rocky Hill, .... 177 

Delaware Water Gap, i8a 

Old House at Jamcsburg, 183 

Moonlight on the Beach at Cape May, 192 

Bedford Springs, 201 

Muncy Mountain, near Bellefonte, 207 

Emigh's Gap, Tyrone and Clearfield Railroad, . . 216 

The Allegheny River at Freeport, 217 

Prospect Park, Allegheny City, . 219 

Junction of West and North Branches of the Sus- 
quehanna, 223 

Williamsport, 228 

Below Renovo, 230 

Renovo Hotel, 232 

Pulpit Rocks, near Round Island, 234 

Thomson House, Kane, 236 

Warren, 239 

Erie, 245 

Local Map of the Pennsylvania Railroad and its 

Connections 272 

General Map of the Pennsylvania Railroad and its 

Connections, 27;j 



INDEX. 



PAGE 

Acton, 194 

Adams', 50 

Allaire, 187 

Allegheny County, 163 

Formation of, 163 

Mineral wealth of, 163 

French explorations and settlements 163 

First English settlement, 165 

Invasion by the French, 165 

Fort Du Quesne abandoned by the French, 167 

Fort Pitt, 168 

Allegheny City, 173,218 

Allegheny Junction, 217 

Allegheny mountain scenery , 141 

Allegrippus, 143 

AUenwood, 187 

Alloway, 194 

Altoona, 138 

Settlement of, 139 

Pennsylvania Railroad Company's Works 139 

Andalusia, 56 

Annesley, James (Lord Altham), 93 

Apollo, 216 

Ardniore, 80 

Armstrong County, historj', etc. of, 216 

Asbury, 195 

Asbury Park, 187 

Ashton's, 182 

Asylum, 178 

Avenel, 176 

Bainbridge, 105 

Bald Eagle, 207 

Bald Eagle Junction, 231 

Bald Eagle Valley Branch, 217 

Baldwin, 107 

Bard, 206 

Bard's 229 

Barneston, . ig6 

Barnsboro, 193 

Barre, 133 

Barrett 211 

Bassler's, 213 

Battle Ground, 186 

Beach Haven, 190 

Beatty's, 154 

Beech Creek, 209 

Beechwood, 235 

Bedford, 200 

Bedford and Bridgeport Railroad, 200 

Bedford County, history, etc. of, 200 

Bedford Springs, 205 

Beideman's, 186 

.Bellefonte 207 



Belleplain, jg. 

Belle Valley, 243 

Bell's Mills, \ \ [[[..[...... . 137 

Eelvidere, jgj 

Belvidere Delaware Railroad, 178 

Bennett, 218 

Bennett's, iq^ 

Bennington Furnace, 1^3 

Benzinger, , 235 

Berkley, igj 

Bethany, " . . .' 220 

Beverly, 186 

Eiehl, 2^y 

Bigler, 211 

Bird-in-Hand, 02 

Birmingham, 133 igo 

Black Lick, 214 

Elair County, history, etc. of, 212 

Blairsville, 215 

Blairsville Intersection, 153, 214, 215 

Blawenburg, lyj 

Block Signals, 31 

Blue Ball, an 

Blue Grass, 182 

Bolivar, 151 

Bonaparte, Joseph, 184 

Bordentown, X83 

Bordentown and Trenton Branch, 188 

Borie's, 56 

Bouquet, Colonel, " i^Q 

Braddock's, i6i 

Gen. Braddock's defeat in 1755 161 

Bradley's, 214 

Bridesburg, g5 

Bridgeport, 206 

Bridgeton, 1^4 

Brinker's, 219 

Brinton, ifij 

Bristol, 55 

Brooklyn, 43^ 1^5 

Brown's, 191 

Bryn Mawr, 81 

Buchanan, ig6 

Bucks County, history, etc. of, 55 

Buffalo, 219 

Buffalo Mills, 206 

Bull's Island, 178 

Burlington, 185, 189 

Burlington and Mount Holly Branch, 189 

Burroughs', 177 

Bustleton, 182 

Bustleton Branch, 182 

Butler, 2 ig 

Butler Branch, 219 

Butler County, history-, etc. of, 219 



75) 



276 



THE PENNSYLVANIA RAILROAD. 



PAGE 

Cambria County, history, etc. of, i43 

Camden, i86, 189 

History, etc., 186 

Camden and Burlington Counties and Pemberton and 

Hightstown Railroads, 189 

Camden and Amboy Railroad, 182 

Cambridge, ' 186 

Campbell's, 49. ^97 

Cameron, 235 

Cameron County, history, etc. of, 235 

Canals, i 

Owned by Pennsylvania Railroad Company, 253 

Canan's, 211 

Cape May, 193 

Cape May Court-house, 193 

Carney's, 155 

Carpenter, 161 

Carpenterville, 179 

Catawissa, 248 

Central Park, New York, 37 

Centre County, history, etc. of, 207 

Chester County, history, etc. of, 83 

Chiques, , 104 

Christiana, 90 

Claremont, 218 

Clarksboro, 195 

Clayton, 193 

Clearfield, 211 

Clearfield County, history, etc. of, 211 

Clinton County, history, etc. of 230 

Clyde, 177 

Coal Port 178 

CoatesviUe, 89 

Colfax, 2i8 

Colon, 2i8 

Columbia, 102, 196 

Quaker pioneers, 102 

Mary Ditcher, 102 

James Annesley, 103 

Columbus, 189 

Columbus, Kinkora and Springfield Branch, i8g 

Concord, 242 

Conemaugh, 147 

Conemaugh Furnace, 151 

Connellsville, 221 

Conewago, 100 

Cookstown, igo 

Cook's Mills, Z06 

Copeland, 163 

Cornog's, 196 

Corry, , 241 

Cornwell's, 56 

Cranbury 183 

Cream Ridge, 190 

Cresson, 147, 214 

Cupola, 196 

Curlin, 209 

Daguscahonda, 237 

Dahoga, 237 

Dampman's, 196 

Danville, 248 

Danville and Hazlelon Branch 248 

Daretown, 194 

Dauphin County, history, etc. of, 107 

Davis', 190 

Dayton, 178 

Deacon's Turnout, 189 

Dean's, 50 

Delanco, 186 

Delano 219 

Delaware County, sketch of, 82 



PACB 

Delaware Water Gap j8i 

Derry, 154 

Dewart, * 227 

Dilks', 219 

Dillerville, 100 

Dowlin's Forge, ig6 

Downingtown, 88 

"Jim Fitzpatrick," 89 

Dorian's Mill, ig6 

Driftwood, 233 

Dudley i8g 

Dunbar, 209 

Eagle, 83 

Eagleville, 209 

East Brandywine and Waynesburg Branch, 196 

East Millstone, 177 

East Moorestown, 1S9 

Ebensburg, 214 

Ebensburg Branch, 214 

Eddington, 56 

Edgar's, 176 

Edgewater, 185 

Eldorado, 211 

Elizabeth, 48 

Elizabethtown, 100 

Elk County, history, etc. of, 237 

Elm, 80 

Elmer, 194 

Emporium, 235 

Englishtown, 186 

Erb's, 213 

Erie Canal, 4 

Erie County, history, etc. of, 243 

Erie City, 246 

Perry's fleet, 246 

Steam navigation, 246 

Railroad contest, 246 

Commerce and manufactures of, 247 

Etna, 218 

Everson, 221 

Ewansville, 190 

Ewing, 197 

Fairbanks', 216 

Fairfield, 187 

Farmingdale, 187 

Farrandsville, 231 

Fayette County, history, etc. of, 221 

Ferney, 231 

Finley, 194 

Fish House, 186 

Fitch, John, inventor of steamboats, 2 

Flemington, 209 

Florence, 151, 185 

Flowing Spring, 213 

Fort Augusta, 222 

Fort Bedford, 202 

Fort Du Quesne, 167 

Fort Pitt, 168 

Forts in Pennsylvania, icg 

Fossilville, 206 

Fosterville, 220 

Fostoria, 137 

France, first locomotive in, 3 

Frankford, 56 

Franklin Forge, 213 

Franklinville, 193 

Frankstown, 213 

Freehold and Jamesburg Agricultural Railroad, 186 

Freehold, 186 

Battle of Monmouth, 187 



INDEX. 



277 



PAGE 

Freeport, 217, 219 

Frenchtowii, 179 

Fulton, Robert, i 

Gallaghervillc, . , . . 89 

Gallitzin, 143 

Prince Gallitzin, 145 

Gardner, 209 

Garland, 241 

George's, 155 

Germantown Junction, 57 

Glassboro, 193, 194 

Glen Loch 88 

Glen Moore, 196 

Glen Union, 231 

Gordonville, 91 

Gowen, 248 

Graham's, ". . . , 231 

Grapevillc, 159 

Great Bear Cave, 153 

Great Belt, 219 

Greensburg, 155, 159 

Grinder's, 217 

Guysuta, 218 

Hainesport, 189 

Hannah, 207 

Harding, 194 

Harlingen, 177 

Harmersville, 218 

Harmony, , i8i 

Harrisburg, 107 

Paxton settlement, 107 

The " Paxton Rangers," 109 

Harrowgate, 57 

Hartford, 189 

Hartley, 200 

Haverford, 80 

Hawkeye, 220 

Hawkins', 163 

Helena, 216 

Hellam, 197 

Hemlock, 235 

Henrietta, 213 

Herman, 219 

Herr's, 218 

Hestonville, 79 

Hiestand, 197 

Highspire, 107 

Hightstown, 1S3, 193 

Hillsboro, 177 

Hill's Mills, 217 

Hillside, 153 

Himrod's, 242 

Hites', 218 

Hoffman's, 186 

Holland, 175 

Hollidaysburg, 21a 

HoUidaysburg and Morrison's Cove Branch, 211 

Holmesburg, 56, 182 

Holmesburg Junction, 182 

Homer, 214 

Homewood 163 

Honey Creek, 200 

Hopewell, 177 

Hornerstown, .- igo 

Horseshoe Curve, 141 

Houston's, 151 

Houtcnville, 49 

Howard, acg 

Howell, 187 



PAGE 

Huff's, 220 

Hunker's, 220 

Huntingdon, 131,200 

Huntingdon County, histor>', etc. of, 129 

Husted 194 

Hutchinson's, 181 

Hyner, 231 

Imlaystown, igo 

Indiana, 214 

Indiana Branch, 214 

Indiana County, history, etc. of, 214 

lona, 193 

Irick's, 1S9 

Irvineton, 240 

Irwin, 160 

Jackson's, 242 

Jamesburg, 178, 183, 186 

Jameson, 200 

Jersey City, description of, 43 

Early history-, 43 

Pennsylvania Railroad improvements at, 44 

Statistics of, 45 

Jersey Shore, 229 

Jobstown, 189 

Johnstown, 148 

Settlement of, 148 

Mineral wealth of, 149 

Julian, 207 

Juliustown, 189 

Juniata County, history, etc. of, H9 

Juniata, scenery of, . 118 

Kane, 238 

Kams', 218 

Kaylor's, 214 

Keating, 233 

Kelly's 216 

Kemmerer, 226 

Kennedy, ■ 218 

Kingston, 177 

Kinkora, 185 

Kinzer's, 91 

Kipp's Run, 248 

Kittanning, 216 

Kittanning Point, 141 

Horseshoe Curve, 141 

Kladder's, 213 

Kline's Grove, 248 

Lamberton, 188 

Lambertville, 178 

Lancaster County, 92 

First settlement, 93 

Lancaster City, 94 

Statistics, 94 

Military operations, 95 

" Paxton Boys," 95 

Annual fair, 96 

Adventure of Captain Lee, 97 

Churches, 99 

Distinguished citizens, 99 

Manufactures, 99 

Colleges, 100 

Public buildings, xoo 

Landisvillc, 100 

Langdon's, 234 

Larimer, 161 



278 



THE PENNSYLVANIA RAILROAD. 



PACB 

Latrobe, 154 

Laurelion, 247 

Lawrence 52 

Lawrenceville, 163 

Lead-mining in Sinking Valley, 137 

Leaman Place, oi 

Le Boeuf, 242 

Leechburg, 217 

Lehigh Junction, 179 

Leonard, 211 

Lewisburg, 247 

Lewisbtirg, Centre and Spruce Creek Branch, 247 

Lewistown, 120, 200 

Liberty, 163 

Lilly's, 147 

Lincoln, 218 

Linden, 49, 229 

Livermore, 216 

Lock Haven, 209, 230 

Lockport J.J 

Locomotive engines, first made by Richard Trevithick, . 2 

First made in the United States, 5 

Standard on Pennsylvania Railroad, 255 

Logan, 200 

Logan, Captain, j^- 

Logan, " the Mingo Chief," 121 

Long Branch, igg 

Lumberton, jq^ 

Loop, 213 

Loretto, j^_ 

Loveil's, 242 

Ludlow 238 

Luckett's Crossing, 214 

Lutzviile, 2QQ 

Lycoming County, history, etc. of, 227 

Main Line in Pennsylvania completed, 7 

Cost of, g 

Sale of, J 

Mainville, 248 

^la'aga, ..'...'. 193 

Malvern, gg 

Manalapan, j8g 

Mann's, 200 

Mann's Choice, 206 

Manor, j^^ 

Mantua, _□ 

Mantua Junction, cy 

Manumuskin, jg_ 

Manunka Chunk, j3i 

Delaware Water Gap, 181 

Maple Shade, jgg 

Marietta, jo- 

Marion, -e 

Marl, '.[..'. 191 

Marshall, j-_ 

Martha, 20 

Martinsburg, 213 

Martinsburg Junction, 213 

Martin's Creek, igj 

Masonville, ,8q 

Matilda, 207 

Matthew's Summit, 213 

McKean County, history, etc. of, 237 

McKee's, 213 

McKinney's, j5j 

Meadows, .- 

Medford, j-j 

Medford Branch, ipj 

Menlo Park, .g 

Merchantville, 180 

Merion __ 

79 



PAGB 

Metuchen, .g 

Mickleton, jqc 

Middlebush, 177 

Middletown, 100, 194 

Mifflin and Centre County Branch, 200 

Mifflinburg, 247 

Mifflin County, history, etc. of, . 120 

Mifflin Cross-Roads, 248 

Milesburg, 207 

Milford, 179 

" Ringing Rocks." 179 

"High Falls," 179 

Mill Hall, 209 

Millmont, 247 

Milroy 200 

Millstone and New Brunswick and Mercer and Somerset 

Branches, 177 

Milton, 226 

Millvale, 163 

Millville, 193 

Millwood, 154 

Mineral Point, 147 

Monmouth Junction, 51,177,178 

Monmouth Junction and Jamesburg Branch, 17B 

Monroe, 194, 219 

Montandon, 226, 247 

Montgomery, 227 

Montrose, 218 

Moore's, 178 

Morris", 186 

Morrisville 54 

Revolutionary history, 54 

Moreau, General 54 

Mount Dallas 200 

Mount Eagle, 209 

Mount Holly 189, 191 

Mount Joy, 100 

Mount Pleasant, 193, 209 

Mountville, 102 

Muncy, ...•*• 227 

Munster, 214 

Nagney, 200 

Napier, 206 

Natrona, 218 

Newark, history of, 45 

Public buildings, etc 47 

Statistics, 47 

Newberry, 229 

New Brunswick, 177 

New Brunswick, description and history, 49 

Statistics, 50 

New Egypt, 190 

Newfield, 193 

New Jersey Railroads, 19 

New Jersey, Capital of, 52 

Statistics of, 54 

Newkirk, 194 

New Lisbon, 189 

Newtown, 183 

New York City, description of, 33 

Early history, 33 

First Constitutional Assembly, 34 

Negro plot, 35 

Revolutionary history 35 

Inauguration of Washington, 35 

Modern history, 36 

Broadway and Central Park, 37 

Charitable, literary, and benevolent institutions, .... 38 

Islands, 41 

Hotels, 42 

Statistics, 42 



INDEX. 



279 



PAGE 

New York City, ticket offices of railroad company, ... 43 

Piers of railroad company, 43 

Nineveh, 151 

Noell's 214 

Northern Central Railroad, ao 

North Pennsylvania Junction, 57 

North Point 231 

Northumberland, 225 

Northumberland County, history and description of. . . . 222 

Dr. Joseph Priestley, 225 

North Vineland, 193 

North-west, 216 

Oakland 88, 194 

Ocean Beach, 187 

Ocean City, 190 

Ocean Grove, 187 

Officers Pennsylvania Railroad Company, 249 

Ogden's, 195 

Old Bridge, 182 

Osceola, 209 

Outer Depot, 243 

Overbrook, 79 

Pack-saddle Narrows 153 

PaintersviUe, 220 

Palatine, 194 

Palmyra, 186 

Paoli, 85 

Parkesburg 90 

Parkville, 195 

Paulding, 194 

Peck's, 213 

Pemberton, 190 

Pemberton Junction, 190 

Penn, 159 

Penn family, manors and lands owned by, 160 

Pennington, 177 

Penningtonville, 90 

Pennsylvania, first internal improvements in, 4 

First railroad incorporated by, 6 

Canal commissioners of authorized, 6 

Canal commenced, 6 

Capital of, 114 

Statistics of, 114 

Pennsylvania Company organized, 21 

Pennsylvania and Delaware Branch, ig6 

Pennsville, 221 

Penn Valley, 55 

Pennypack, 56 

Perkins', 186 

Perth Amboy, 176 

Perth Amboy and Woodbridge Branch, 176 

Petersburg, 133 

Peterson's, 2ig 

Philadelphia, early history of, 58 

The Dutch and Swedes, 58 

Indians, ro 

Grant to William Penn, 50 

Arrival of Penn's colonists, 50 

Laying out of the city, 61 

Sketch of Penn's life, 61 

Prosperity of the city, 61 

Action against slaver^-, ^2 

Distinguished inhabitants, 62 

Philadelphia Library, 62 

University, g. 

Relics of the past, 63 

First Colonial Congre.ss, 65 

Post routes, g- 

Second Colonial Congress 67 



Battles in the neighborhood of the cit\* 67 

Possession by the British 6g 

The Meschianza, gg 

Bank of Pennsylvania 6q 

Bank of North America, 69 

Seat of government of United States, 69 

"Washington's receptions, 69 

Commerce, yo 

Stephen Girard, to 

Girard College 71 

Riots, yi 

Consolidation of cily and districts 73 

Suburban villages, 73 

Public squares and parks, 74 

Fairmount Park, 74 

Water-works, 7^ 

Places of amusement, 76 

Society halls, 76 

Hotels, 76 

Charitable and benevolent institutions, 77 

Architecture, 77 

Revival of commerce, 77 

Ocean steamers, 77 

Pennsylvania Railroad offices in, 79 

Statistics, 7tf 

Philadelphia and Erie Junction, 248 

Philadelphia and Erie Railroad 222 

Phillipsburg, 179, 209 

Phillip's Mills, 214 

Pierson's _ 56 

Pine, 229 

Pine Creek, 218 

Pitman, jgi 

Pittsburg, 163 

Early history, 170 

Whisky insurrection, 170 

Early shipbuilding, 171 

Manufactures 171 

Steam navigation, 173 

Charitable institutions, 174 

Statistics, etc., 175 

Pittsfield, 241 

Plainsboro. 51 

Point Pleasant, 179, 187 

Pomeroy, go, 196 

Portage, 147 

Powelton, 209 

Priestley, Dr. Joseph, .... 225 

Princeton Branch, 178 

Princeton, description and history of, 51 

College 51 

Battle of. 52 

Schools, 52 

Prison Station, 188 

Prospect Plains, 183 



Radebaugh's, 159 

Rahway, 49, 176 

Railroads, first in England, i 

How first constructed, 2 

Liverpool and Manchester, 3 

Stockton and Burlington first to carry passengers, ... 3 

First in the United States, 4 

Baltimore and Ohio, 5 

Charleston and Hamburg, 5 

Gauges fi.\cd in United States, 5 

Columbia and Portage commenced, 7 

Harrisburg and Portsmouth and Philadelphia and Tren- 
ton incorporated, 7 

Columbia, how constructed and operated, 8 

Portage, how constnicted 8 

Sunbury and Eric incorporated, 9 



2S0 



THE PENNSYLVANIA RAILROAD. 



PAGE 

Railroad Convention at Ham'sburg, 9 

Surveys made in Pennsylvania for a through line, ... 9 

Pennsylvania Railroad incorporated, 10 

How built 10 

Work commenced, ^^ 

Opened, 12 

Gradients of, ^2 

Harrisburg and Lancaster leased by , ^4 

Philadelphia and Erie leased by, ^7 

Pittsburg, Fort Wayne and Chicago leased by, ... i3 

Pittsburg, Cincinnati and St. Louis controlled by, . . 18 

New Jersey railroads leased by, ^9 

Northern Central controlled by, 20 

Baltimore and Potomac built by, 20 

Piedmont Air-Line controlled by, 20 

E.\tent, equipment of, etc., 23 

Track, construction of, 24 

Rails, bridges, and tunnels of, 26 

Engines of, 27 

Organization and officers of, 249 

General account, ^54 

Rathbun, 235 

Reed's, 214 

Reedsville, 200 

Reese's, 213 

Reeseville, 85 

Reeves', 191 

Kenovo, 231 

Reservoir, 213 

Riddle's, 213 

Ridgway, 237 

Riegelsville, 179 

Rio Grande, 193 

Ritchie, 231 

Riverside, 186 

Riverton, 186 

Roads and Mileage of Pennsylvania Railroad Co., 251, 252, 253 

Roaring Creek, 248 

Roaring Run, 216 

Roaring Spring, 213 

Rock Glen, 248 

Rocky Hill, i77 

Rocky Hill Branch 177 

Rodman, 213 

Rosemont, 82 

Ross', 218 

Rough's, 214 

Round Island, ' 233 

Rowland's, 182 

Roxburg, 181 

Roystone 238 

Rules — Construction locomotive engines, 255 

Transportation department, 255-271 

Rulon's Road, ^95 

Salem, i94 

Salem Branch, i94 

Salina, 216 

Saltsburg, 216 

Sang Hollow, 151 

Sandy Ridge, 209 

Sarver's, 219 

Sa,\onburg, 219 

Schenck's, 56 

Scottdale, 220 

Scott, Thomas A., 13,14,15,16,17 

Scudder's Falls 17S 

Sea Girt. 188 

Seaviile, 193 

Sergeant, 237 

Shadyside, 163 

Shafton, 160 



Sharon, jqo 

Sharpsburg, 218 

Shawmut, 237 

Sheffield, 238 

Shelmire's, 196 

Sheridan, 151 

Shreve's 190 

Sinking Creek, 137 

Sinking Valley, 135 

Sinnemahoning, 233 

Sligo, 218 

Smith's, 214 

Smithville, 189 

Snyder, - , 



- 216 

Sonman, 147 

Somerset Junction, 177 

Southern connections, 20 

South Amboy, 182 

South Fork, 147 

South Trenton, 54 

South Vineland, 193 

South-west Pennsylvania Branch, 220 

SpaSpring, 176 

Spottswood, 182 

Spring Creek, 241 

Spruce Creek, 133 

Springdale, 218 

Springton Forge, 196 

Springville, 100 

Squan, 187 

State Line, 206 

Staten Island, 43 

Steam-engines invented and used, 2 

Steiner's, 209 

Stephenson, George, locomotive engine; built by, .... 3 

St. Clair, 154 

St. Clair, General, 157 

St. Mary's, 235 

Sterling, 233 

Stelton, 49 

Stevens', 185 

Stevens, Col. John, railroad projects of, 6 

Stockton, 178 

Stoneham, 238 

Stoner's, 107 

Stonersville, 220 

Stoutsburg, 177 

Sulphur Springs, 206 

Summerhill, 147 

Summit, 209 

Sunbury, 222, 248 

Susquehanna, 229 

Swain's, ^93 

Swedesboro, 195 

Swissvale, 163 

Tacony, 56 

Tarr's, 220 

Tarentum, 218 

Tatem's, 195 

Taylor's, 186 

Thomson, J. Edgar, 11,21,22, 23 

Thorndale, 89 

Tiona, 238 

Tipton, 137 

Titusville, 178 

Tomhicken, 248 

Tomlin's, i95 

Tonnage tax, commutation of, 14 

Torresdale, 56 

Townsend 217 

Tracey's ^86 

Track tanks, 3^ 



INDEX. 



281 



PAGE 

Trenton, 52 

Revolutionarj' history, 53 

Statistics, 54 

Tuckerton 190 

Tullytown, 55 

Tunnel, 143,216 

Tunnel, Baltimore and Potomac, 20 

Turnpike, 197 

Turtle Creek, 161 

Two Licks, 214 

Tyrone, 133, 207, 209 

Tyrone and Clearfield Branch, 209 

Union, N. J 194 

Union, Pa., 242 

Union Furnace, 133 

Uniontown, 49, 221 

Unionville, 207 

United Railroads of New Jersey, 19 

Vail, 207 

Vanscoyoc, 209 

Viaduct, 147 

Vicksburg, 247 

Villanova, 82 

Vincentown, 191 

Vincentown Branch, igi 

Vineland, 193 

Voorhees, 177 

Wagner's 243 

Wall's, 161 

Wallaceton, 211 

Warren, 238 

Warren County, history, etc. of, 238 

Warren Street, 178 

Washington's Crossing, 178 

Waterford 242 

Watsontown, 226 

Waverly, 47 

Wayne, 83, 229 

Wayne, Gen. Anthony, 85 

Waynesburg, 196 

Junction, 196 

Wellwood, 189 

Wenonah, 191 

West Chester Intersection, 86 

West Creek, 235 

Western connections of Pennsylvania Railroad, zi 

Western Pennsylvania Railroad 215 

Westinghouse air-brake, 29 



PAGE 

West Jersey Railroad, 191 

West Millstone, 177 

Westmoreland County, history, etc. of, 155 

Squatters, 157 

Hanna'sTown, , 157 

Statistics, 159 

West Moorestown, 189 

West Philadelphia, 57 

Westport, 233 

Weslville, 191 

Wetmore, 238 

Wharton switch, 31 

Wheat Sheaf, 55 

Whetham, 231 

Whistletown 237 

White Hill 185 

White's, 216 

Wilcox, 237 

Wilkins", 19J 

Wilkinsburg, 163 

Williamsburg 213 

Williamsburg Branch, 213 

Williamsburg Junction, 212, 213 

Williamsport, 227 

Wills' Creek, 2c6 

Wilmarth, 237 

Wilmore, 147 

Wilson's, 189 

Windsor, ^^ 183 

Wissinoming, 56 

Wistar, 233 

Wolfert's, 195 

Wolfsburg, 206 

Wolverton, 248 

Woodbridge, 176 

Woodbury, 191, 195 

Woodlane, 189 

Woodland, 211 

Woolsey, 177 

Wrightstown, 190 

Wrightsville, 196 

Proposal to make it the national capital, 197 

Wynnewood, 80 

Yardville, 183 

Veagertown, 200 

York, 197 

York Branch, 196 

York County, history', etc. of, 197 

Yorketown, 194 

Y Switches, 211 

YoungsviUe, 241 

Youngwood, .■ 220 



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